Protection mechanism for working vehicle, and working vehicle including the same

ABSTRACT

A protection mechanism for a working vehicle includes a roof provided above an operator&#39;s seat, a pillar extending upward from a vehicle body and supporting the roof, a camera with a predetermined viewing direction, and a support stay which is connected to the pillar, orients the predetermined viewing direction of the camera sideways, and supports the camera below a peripheral portion of the roof. The protection mechanism includes a front pillar supporting a front portion of the roof and a rear pillar supporting a rear portion of the roof. The support stay is connected to the rear pillar.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of InternationalApplication No. PCT/JP2020/004280, filed on Feb. 5, 2020, which claimsthe benefit of priority to Japanese Patent Application No. 2019-109107,filed on Jun. 11, 2019. The entire contents of each of theseapplications are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION 1. Field of the Invention

The present invention relates to a protection mechanism for a workingvehicle, and a working vehicle including the protection mechanism.

2. Description of the Related Art

Conventionally, a protection mechanism for a working vehicle disclosedin Japanese Unexamined Patent Application Publication No. WO2019/031318includes: a roof provided above an operator's seat; a frame including apillar which extends upward form the vehicle body and which supports aroof; and a camera unit which is disposed below a peripheral portion ofthe roof and which captures an image of surroundings of the vehiclebody.

SUMMARY OF THE INVENTION

In cases where only working vehicles with limited height can enter astorage space for a working vehicle due to the roof height or theentrance height of the storage space, it is necessary that a camera bedisposed lower than the uppermost part of the roof. However, in theprotection mechanism for a working vehicle in Japanese Unexamined PatentApplication Publication No. WO2019/031318, the camera unit is attachedto an upper portion of the rear of the roof of a canopy, and thereforethe working vehicle is difficult to store in the above-described storagespace. Furthermore, even in cases where the camera is attached to alower portion of the roof or between a peripheral portion of the roofand the frame, the camera unit is difficult to attach if that space issmall.

PREFERRED EMBODIMENTS OF THE PRESENT INVENTION

provide protection mechanisms for working vehicles each facilitatingattachment of a camera below a peripheral portion of a roof.

A protection mechanism for a working vehicle according to an aspect of apreferred embodiment of the present invention includes a roof providedabove an operator's seat, a pillar which extends upward from a vehiclebody and supports the roof, a camera with a predetermined viewingdirection, and a support stay which is connected to the pillar, orientsthe predetermined viewing direction of the camera sideways, and supportsthe camera below a peripheral portion of the roof.

A protection mechanism for a working vehicle according to an aspect of apreferred embodiment of the present invention may include a plurality ofthe pillars including a front pillar which supports a front portion ofthe roof and a rear pillar which supports a rear portion of the roof,and the support stay may be connected to the rear pillar.

A protection mechanism for a working vehicle according to an aspect of apreferred embodiment of the present invention may include a plurality ofthe pillars including a front pillar which supports a front portion ofthe roof, a rear pillar which supports a rear portion of the roof, andan intermediate pillar which is located between the front pillar and therear pillar and which supports the roof, and the support stay may beconnected to the intermediate pillar.

A protection mechanism for a working vehicle according to an aspect of apreferred embodiment of the present invention may include a supportframe which connects the pillars, defines an opening together with thevehicle body and the pillars, and supports the roof, wherein the supportstay extends from one of the pillars to an area above the opening andsupports the camera above the opening.

A protection mechanism for a working vehicle according to an aspect of apreferred embodiment of the present invention may include an entry/exitdoor to open and close the opening, wherein the support stay extendsoutside a range of opening/closing movement of the entry/exit door.

In a protection mechanism for a working vehicle according to an aspectof a preferred embodiment of the present invention, the support stay mayinclude a guide to route a transmission line from the pillar to theroof.

In a protection mechanism for a working vehicle according to an aspectof a preferred embodiment of the present invention, the support stay mayinclude a fixed portion which is fixed to the pillar, an intermediateportion which extends from the fixed portion toward the roof, and asupporting portion which is provided on the intermediate portion andwhich supports the camera, and the guide includes a first guide portionwhich is attached to the intermediate portion and which routes thetransmission line along the intermediate portion, and a second guideportion which is attached to the supporting portion and which routes thetransmission line.

In a protection mechanism for a working vehicle according to an aspectof a preferred embodiment of the present invention, the support stay mayinclude a cover which is attached to the pillar, which routes thetransmission line on the pillar, and which covers the transmission line,wherein the transmission line is routed to the roof along the cover andthe support stay.

A working vehicle according to an aspect of a preferred embodiment ofthe present invention includes the protection mechanism according to oneof the above-described preferred embodiments, a vehicle body, and alinkage to link a working device to a rear of the vehicle body.

The above-described protection mechanisms for working vehicles make itpossible to easily attach a camera below a peripheral portion of a roof.

The above and other elements, features, steps, characteristics andadvantages of the present invention will become more apparent from thefollowing detailed description of the preferred embodiments withreference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of preferred embodiments of the presentinvention and many of the attendant advantages thereof will be readilyobtained as the same becomes better understood by reference to thefollowing detailed description when considered in connection with theaccompanying drawings described below.

FIG. 1 shows a portion of a configuration of a working vehicle and acontrol system block diagram.

FIG. 2 is a perspective view of a protection mechanism as viewed fromthe rear left side.

FIG. 3 is a perspective view of a protection mechanism frame as viewedfrom the rear right side.

FIG. 4 is a perspective view of the interior of the protection mechanismas viewed from the left side.

FIG. 5A is a cross-sectional view of a roof as viewed from the leftside.

FIG. 5B is a cross-sectional view of the roof as viewed from the front.

FIG. 6 is a plan view of the roof.

FIG. 7A is an enlarged view of a cutout in the roof as viewed from therear.

FIG. 7B is a perspective view of the cutout in the roof as viewed fromthe rear left side.

FIG. 8 is a perspective view of the roof as viewed from the front rightside.

FIG. 9 is a back view of an upper portion of the protection mechanism.

FIG. 10 is a cross-sectional view showing relative positions of a rearportion of the roof and a monitoring device.

FIG. 11 is a perspective view of the monitoring device as viewed fromthe rear left side.

FIG. 12 is a perspective view showing how an obstacle detector, a cameraunit, and a top cover are attached, as viewed from the rear right side.

FIG. 13 is a right side view showing how the obstacle detector and thecamera unit swing.

FIG. 14 is a perspective view showing how a connection stay is attached,as viewed from below.

FIG. 15 is a plan view of a monitoring device, a wire, and a bridgingpart.

FIG. 16 is a left side view of the protection mechanism.

FIG. 17 is a left side view of the roof, an intermediate pillar, asupport stay, a camera unit, a cable, and a transmission line.

FIGS. 18A and 18B are perspective views showing how the support stay anda cover are attached, in which the support stay is connected to theintermediate pillar and the rear pillar, respectively.

FIG. 19 is a perspective view of the support stay and the camera unit asviewed from the front left side.

FIG. 20 is a perspective view showing how second routing members areattached.

FIG. 21 is a back view showing how the camera unit swings.

FIG. 22 is a bottom view showing routing of a cable on a lower portionof the roof.

FIG. 23 is a perspective view showing how routing stays and a filter areattached.

FIG. 24 is a perspective view of a first routing stay.

FIG. 25 is a cross-sectional view showing relative positions of thefirst routing stay and the roof.

FIG. 26 is a perspective view of a second routing stay.

FIG. 27 is a cross-sectional view showing relative positions of thesecond routing stay and the roof.

FIG. 28 is a side view of a working vehicle.

FIG. 29 is a plan view of the working vehicle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The preferred embodiments will now be described with reference to theaccompanying drawings, wherein like reference numerals designatecorresponding or identical elements throughout the various drawings. Thedrawings are to be viewed in an orientation in which the referencenumerals are viewed correctly.

The following description discusses preferred embodiments of the presentinvention with reference to drawings.

FIG. 28 is a side view schematically illustrating a generalconfiguration of a working vehicle 1 according to the present preferredembodiment. FIG. 29 is a plan view schematically illustrating theworking vehicle 1. In the present preferred embodiment, a tractor isdescribed as an example of the working vehicle 1.

In the present preferred embodiment, the description is based on theassumption that a direction indicated by arrow A1 in FIGS. 28 and 29(direction in which the working vehicle 1 travels forward) is a forwarddirection, a direction indicated by arrow A2 in FIGS. 28 and 29(direction in which the working vehicle 1 travels rearward) is arearward direction, and a direction indicated by arrow A3 in FIGS. 28and 29 is “front-rear direction A3”. Accordingly, the near side in FIG.28 is left (direction indicated by arrow B1 in FIG. 29 ), and the farside in FIG. 28 is right (direction indicated by arrow B2 in FIG. 29 ).The description is also based on the assumption that a horizontaldirection perpendicular to the front-rear direction A3 isvehicle-body-width direction B3 (hereinafter may be referred to as“vehicle-width direction”, direction indicated by arrow B3 in FIG. 29 )which is a width direction of the working vehicle (tractor) 1. Thedescription is based on the assumption that a rightward direction orleftward direction from the center of the working vehicle 1 in thevehicle-width direction B3 is “outward widthwise direction”. In otherwords, the “outward widthwise direction” is a direction away from thewidthwise center of the working vehicle 1 in the vehicle-width directionB3. The description is based on the assumption that the oppositedirection to the outward widthwise direction is “inward widthwisedirection”. In other words, the “inward widthwise direction” is adirection toward the widthwise center of the working vehicle 1 in thevehicle-width direction B3. The description is also based on theassumption that an outward direction from the center of a roof 16 of aprotection mechanism 9 of the working vehicle 1 in the front-reardirection A3 and the vehicle-width direction B3 is the “horizontaloutward direction”. In other words, the “horizontal outward direction”is a direction away horizontally from the center of the roof 16 in thefront-rear direction A3 and the vehicle-width direction B3. Thedescription is also based on the assumption that the opposite directionto the horizontal outward direction is the “horizontal inwarddirection”. In other words, the “horizontal inward direction” is adirection horizontally toward the center of the roof 16 in thefront-rear direction A3 and the vehicle-width direction B3.

As illustrated in FIG. 28 , the working vehicle 1 includes a vehiclebody 5, and the vehicle body 5 has a prime mover 6, a transmissioncasing 7, and a linkage unit 5 a. The prime mover 6 is a diesel engine.The prime mover 6 may be a gasoline engine or an electric motor, and maybe a hybrid prime mover including an engine and an electric motor. Theprime mover 6 is located in a front portion of the working vehicle 1 andis covered by a hood 8.

The transmission casing 7 includes, for example, a flywheel housingwhich houses a flywheel, a clutch housing which houses a clutchconfigured to transmit and stop transmitting power transmitted from theprime mover 6 via the flywheel, a transmission case which houses atransmission to change speed stages regarding the power transmitted viathe clutch, and/or the like which are directly connected together.

The linkage unit 5 a links a working device to the rear of the vehiclebody 5. The linkage unit 5 a is swingably provided on the rear of thevehicle body 5, and can have a working device (not illustrated) attachedthereto and detached therefrom. Linking a working device to the linkageunit 5 a makes it possible for the vehicle body 5 to tow the workingdevice. The working device is, for example, a cultivator forcultivation, a fertilizer applicator for applying fertilizer, apesticide applicator for applying pesticide, a harvester for harvesting,a mower for mowing grass or the like, a tedder for tedding grass or thelike, a rake for raking grass or the like, or a baler (roll baler) forbaling grass or the like.

As illustrated in FIGS. 28 and 29 , the vehicle body 5 is, for example,supported by a wheel-type traveling device 4 including a plurality ofwheels 2 and 3 such that the vehicle body 5 can travel. The plurality ofwheels 2 and 3 include front wheels 2 (2L, 2R) on the left and rightsides of a front portion of the vehicle body 5, and rear wheels 3 (3L,3R) on the left and right sides of a rear portion of the vehicle body 5.

As illustrated in FIGS. 28 and 29 , the working vehicle includes theprotection mechanism 9 mounted on the rear portion of the vehicle body5. The protection mechanism 9 is, for example, a cabin covering anoperator's seat 10 on which an operator is to be seated. The protectionmechanism 9 includes the roof 16 which defines a ceiling at the topthereof and which is provided above the operator's seat 10. Below theprotection mechanism 9, there are entry/exit steps 17 on which theoperator stands when entering and exiting the protection mechanism 9.The entry/exit steps 17 are provided below each of entry/exit doors 14on the right and left sides. Note that the protection mechanism 9 may bea canopy which covers the operator's seat 10 from the upper side, and aconfiguration thereof is not limited to a cabin. A steering wheel 11 foroperation of the front wheels 2 (2L,2R) is provided in front of theoperator's seat 10.

The following description discusses a general configuration of a travelsystem of the working vehicle 1 and a general configuration of a controlsystem of the working vehicle 1 with reference to FIG. 1 .

As illustrated in FIG. 1 , the working vehicle 1 includes a steeringunit 18. The steering unit 18 is a unit configured to perform manualsteering in which the vehicle body 5 is steered by the operator'soperation, and automatic steering in which the vehicle body 5 is steeredautomatically without the operator's operation. The steering unit 18includes the steering wheel 11, and a rotation shaft (steering axle) 19which rotates as the steering wheel 11 rotates. The steering unit 18also includes an assist mechanism (power steering mechanism) 20 toassist steering performed using the steering wheel 11. Specifically, theassist mechanism 20 includes a hydraulic pump 21, a control valve 22supplied with hydraulic fluid discharged from the hydraulic pump 21, anda steering cylinder 23 which is caused to function by the control valve22. The control valve 22 is, for example, a three-way switching valvewhich achieves multi-position switching by movement of a spool or thelike, and switches positions according to the direction in which therotation shaft 19 is rotated by steering operation (direction ofrotation). The control valve 22 is also a solenoid valve which functionsaccording to a control signal. The steering cylinder 23 is connected toarms (knuckle arms) 24 which change the orientation of the front wheels2.

Once the operator has held the steering wheel 11 and operated it in onedirection or the opposite direction, the position and the degree ofopening of the control valve 22 are changed to those corresponding tothe direction of rotation of the steering wheel 11, and a piston rod ofthe steering cylinder 23 moves rightward or leftward according to theposition and the degree of opening of the control valve 22. This makesit possible to change the steering direction of the front wheels 2. Thatis, the vehicle body 5 is configured to change its traveling directionto the left or right by manual steering using the steering wheel 11.Note that the foregoing steering unit 18 is an example, and theforegoing configuration does not imply limitation.

As illustrated in FIG. 1 , the working vehicle 1 includes a controldevice 26. The control device 26 includes a microprocessor including acentral processing unit (CPU), an electrically erasable programmableread-only memory (EEPROM), and/or the like.

The control device 26 performs various types of control regarding theworking vehicle 1. The control device 26 has connected thereto a statedetecting device 27 which detects a drive state and the like of theworking vehicle 1. The state detecting device 27 is, for example, adevice to detect the state of the travel system or the like, anddetects, for example, the state of a crank sensor, a cam sensor, anengine rotation sensor, an accelerator sensor, a vehicle speed sensor, asteering angle sensor, a position detecting device 30 (described later),and/or the like. Note that the state detecting device 27 may be araising/lowering lever sensor, a PTO rotation sensor, or the like, otherthan the state of the travel system. The control device 26 controls thetravel system of the working vehicle 1 and controls a work system of theworking vehicle 1. The control device 26 controls, for example, therotation speed of the prime mover (engine) 6, vehicle speed, thesteering angle of the steering unit 18, and the like, on the basis ofthe state detected by the state detecting device 27. Furthermore, thestate detecting device 27 controls the swinging movement of the linkageunit 5 a, the rotation speed of the PTO, and the like, on the basis ofthe state detected by the state detecting device 27.

The control device 26 has connected thereto a transmission 60, aforward/rearward travel switching device 61, a PTO clutch 62, and abrake device 63. The control device 26, the transmission 60, theforward/rearward travel switching device 61, the PTO clutch 62, and thebrake device 63 are connected via an on-board LAN such as a controllerarea network (CAN) or a communication channel. This makes it possiblefor the control device 26 to control the operation of the transmission60, the forward/rearward travel switching device 61, the PTO clutch 62,and the brake device 63.

The control device 26 has connected thereto a position detecting device30 which detects the position of the vehicle body 5 (working vehicle 1).The control device 26 is configured to acquire the position detected bythe position detecting device 30. The position detecting device 30 is adevice to detect the position thereof (measured position informationincluding latitude and longitude) using a satellite positioning system(positioning satellites). Specifically, the position detecting device 30receives signals (positions of positioning satellites, time oftransmission, correction information, and/or the like) from positioningsatellites, and detects the position (for example, latitude andlongitude) on the basis of the received signals.

The position detecting device 30 determines the position and heading ofthe vehicle body 5 using a well-known global positioning system (GPS),which is an example of global navigation satellite system (GLASS). Thepresent preferred embodiment preferably uses RTK-GPS, which is suitablefor measuring the position of a mobile object.

As illustrated in FIG. 1 , the position detecting device 30 includes areceiver 31, a radio device 32, and an inertial measurement unit (IMU)33.

The receiver 31 includes an antenna and the like, and receives signalsfrom the positioning satellites.

The radio device 32 includes an antenna 32A and communicates with a basestation (reference station) located at a known position. The basestation transmits, to the position detecting device 30, measuredposition data (correction information) obtained by receiving radio wavesfrom the positioning satellites. The position detecting device 30receives radio waves (signals) from the positioning satellites andreceives the measured position data (signals) from the base station, anddetects the position thereof (latitude and longitude) based on measuredposition data obtained by receiving radio waves from the positioningsatellites and on the measured position data from the base station.

The inertial measurement unit 33 includes an acceleration sensor todetect acceleration, a gyroscope sensor to detect angular velocity,and/or the like. The inertial measurement unit 33 makes it possible todetect the roll angle, pitch angle, yaw angle, and/or the like of thevehicle body 5.

The control device 26 is configured to control automatic travel of theworking vehicle 1 (vehicle body 5) (perform automatic travel control).The control device 26 is configured to switch between an automatictravel mode and a manual travel mode.

In the case of the automatic travel mode, the control device 26 sets theposition and the degree of opening of the control valve 22 so that theposition at which the vehicle body 5 is traveling (position detected bythe position detecting device 30) and a predetermined planned travelroute (travel route) at least match each other. Specifically, in thecase of the automatic travel mode, the control device 26 compares theposition at which the vehicle body 5 is traveling and the positionindicated by the planned travel route (position on the planned travelroute) and, if the position at which the vehicle body 5 is traveling andthe position on the planned travel route match each other, maintains thesteering angle and the steering direction of the steering wheel 11 ofthe steering unit 18 (steering angle and steering direction of frontwheels 2) without making changes (maintains the degree of opening andthe position of the control valve 22 without making changes). If theposition at which the vehicle body 5 is traveling and the position onthe planned travel route do not match each other, the control device 26changes the steering angle and/or steering direction of the steeringwheel 11 of the steering unit 18 (changes the degree of opening and/orthe position of the control valve 22) so that the deviation (the amountof deviation) between the position at which the vehicle body 5 istraveling and the position on the planned travel route would be zero.

Note that, although the control device 26 changes the steering angle ofthe steering unit 18 on the basis of the deviation between the positionat which the vehicle body 5 is traveling and the position on the plannedtravel route in the automatic travel control in the above-describedpreferred embodiment, this does not imply limitation. For example, thefollowing configuration may be used. If the heading of the plannedtravel route and the heading of the traveling direction (direction oftravel) of the working vehicle 1 (vehicle body 5) (heading of thevehicle body 5) differ from each other, the control device 26 sets thesteering angle so that the heading of the vehicle body 5 would match theheading of the planned travel route.

The following configuration may also be used. In the automatic travelcontrol, the control device 26 sets a final steering angle in theautomatic travel control on the basis of the steering angle determinedbased on the deviation (location deviation) and the steering angledetermined based on the heading deviation.

Settings of the steering angle in the automatic travel control in theabove-described preferred embodiment are examples, and do not implylimitation.

The control device 26 has connected thereto a communication antenna 34and a transmitter 35. The communication antenna 34 exchanges, viawireless communication, various types of information such as a commandto start automatic travel and a command to stop the automatic travel(including pausing the automatic travel) with a remote controller whichcontrols the working vehicle 1 remotely from a distant location. Thetransmitter 35 is, for example, a wireless communication device whichtransmits various types of signals via a wireless communication networkconstructed between the wireless communication device and a wirelesscommunication terminal such as a mobile or a personal computer.

The control device 26 has also connected thereto a display device 40which is configured to display various information about the workingvehicle 1. Note that the display device 40 may be operable andconfigured to change settings of the working vehicle 1 via the controldevice 26.

As illustrated in FIG. 1 , the working vehicle 1 includes an electricdevice 36. The electric device 36 is, for example, a monitoring device36 to monitor surroundings of the vehicle body 5, and detects obstacleswhich make it difficult for the working vehicle 1 to travel. A pluralityof such monitoring devices 36 are provided around the vehicle body 5 andhave respective different viewing directions. The monitoring devices 36include at least one of the following: a laser unit (obstacle detector)38 including a laser scanner to detect obstacles around the vehicle body5 using light waves; and a camera unit 39 including a camera (movingpicture camera, imaging device) to capture an image of surroundings ofthe vehicle body 5.

Specifically, the monitoring devices 36 provided at the front and rearof the working vehicle 1 include both the laser unit 38 and the cameraunit 39. On the other hand, the monitoring devices 36 provided at theleft and right of the working vehicle 1 include the camera unit 39. Thatis, for example, the laser units 38 detect obstacles present in therange from nearby to distant areas forward and rearward of the vehiclebody 5, and the camera units 39, which are provided at the front, rear,left, and right of an upper portion of the protection mechanism 9,respectively, capture images of an area surrounding the vehicle body 5.Note that the monitoring devices 36 are not limited to the foregoingconfiguration, and may include, as the obstacle detector 38, a distancemeasuring sensor other than the laser unit instead of or in addition tothe laser unit. For example, the monitoring devices 36 may include asonar unit (obstacle detector) including one or more sonars to detectobstacles around the vehicle body 5 using sound waves (ultrasonicwaves). In such a case, for example, two such sonar units are providedon each of the front, rear, left and right portions of the workingvehicle 1, and detect obstacles present in a nearby area substantiallysurrounding the vehicle body 5.

The control device 26 has also connected thereto an image processingdevice 41 and a monitoring/control device (referred to as a monitoringECU) 42.

The laser units 38 are connected to the control device 26. Each laserscanner determines, for example, whether or not there is an approachingobstacle in the nearby area around the vehicle body 5 on the basis ofthe period between the emission of laser and the reception of the laser,and outputs the result of determination to the control device 26.

The image processing device 41 has the camera units 39 connectedthereto. The image processing device 41 processes images captured by thecamera units 39 and outputs the result thereof to the control device 26.

The monitoring ECU 42 includes a CPU, an electric circuit, an electroniccircuit, or the like. The monitoring ECU 42 acquires the result ofdetection of an obstacle from the control device 26, and controlsautomatic travel on the basis of the result of detection of theobstacle. For example, if no obstacles are detected by any of themonitoring devices 36, the monitoring ECU 42 continues the automatictravel, whereas, if an obstacle is detected by any of the monitoringdevices 36, the monitoring ECU 42 stops the automatic travel. Morespecifically, the monitoring ECU 42 stops the working vehicle 1 to stopthe automatic travel if an obstacle is detected by the monitoringdevices 36 and if the distance between the obstacle and the workingvehicle 1 is equal to or less than a predetermined distance.

The following description discusses control performed by the monitoringECU 42 if an obstacle is detected by any of the monitoring devices 36(if it is determined that an obstacle is approaching the vehicle body5). The monitoring ECU 42 controls the operation of the transmission 60,the forward/rearward travel switching device 61, the PTO clutch 62, andthe brake device 63 via the control device 26 connected to themonitoring ECU 42. Specifically, the monitoring ECU 42 reduces vehiclespeed by shifting the transmission 60 to a slowdown position.Furthermore, the monitoring ECU 42 switches the forward/rearward travelswitching device 61 to a neutral state, and activates the brake device63. This stops the automatic travel of the working vehicle 1.Furthermore, the monitoring ECU 42 switches the PTO clutch 62 to an OFFstate and interrupts transmission of power from the PTO shaft of theworking vehicle 1 to the working device. This stops the working devicefrom being driven.

As illustrated in FIGS. 1 and 28 , the working vehicle 1 includes lampswhich light up in the vicinity of the vehicle body 5. These lampsinclude illuminating lamps (working lamps) 81 and a stack indicatinglamp 85.

The illuminating lamps 81 are lamps to illuminate the surroundings ofthe vehicle body 5 when, for example, work is performed in the evening,during nighttime, or the like. The illuminating lamps 81 are alsoreferred to as working lamps. The illuminating lamps 81 are configuredto illuminate areas forward, sideward, and rearward of the vehicle body5. Specifically, the illuminating lamps 81 include a front irradiationlamp 82 which illuminates an area forward of the vehicle body 5, sideirradiation lamps 83 which illuminate areas sideward of the vehicle body5 (areas lying in outward widthwise directions), and a rear irradiationlamp 84 which illuminates an area rearward of the vehicle body 5.

The stack indicating lamp 85 is an indicating lamp which indicates, forexample, the operating condition of the vehicle body 5 in the automatictravel mode such that the operation condition is visually recognizablefrom outside. The stack indicating lamp 85 includes a plurality of (inthe present preferred embodiment, three) indicator sections 85 a, 85 b,and 85 c which have respective different indication modes. The pluralityof indicator sections 85 a, 85 b, and 85 c are in the shape of, forexample, vertically elongated cylinders arranged along the top-bottomdirection (vertical direction). As illustrated in FIG. 28 , the stackindicating lamp 85 is attached to, for example, an intermediate portionof an intermediate pillar 47 in the top-bottom direction, is locatedoutward of the intermediate pillar 47 in the outward widthwisedirection, and extends upward. The plurality of indicator sections 85 a,85 b, and 85 c provide indication in different modes according to asignal inputted from the control device 26. The plurality of indicatorsections 85 a, 85 b, and 85 c are, for example, lamps which provideindication in different modes by lighting up and going darkindependently. The plurality of indicator sections 85 a, 85 b, and 85 care a first indicator section 85 a which lights up in green, a secondindicator section 85 b which lights up in yellow, and a third indicatorsection 85 c which lights up in red. The first indicator section 85 alights up when the vehicle body 5 is in the automatic travel mode, thesecond indicator section 85 b lights up when the vehicle body 5 ispaused by the automatic travel mode. The third indicator section 85 clights up when the vehicle body 5 is stopped in an emergency by theautomatic travel mode and blinks when the position detecting device doesnot stably receive signals from the positioning satellites.

As illustrated in FIG. 2 , the protection mechanism 9 includes a frame(protection mechanism frame) 44 which defines the framework of theprotection mechanism 9. The protection mechanism frame 44 includes aplurality of pillars 45 and a support frame 49. The plurality of pillars45 include a pair of front pillars 46, a pair of intermediate pillars(center pillars, quarter pillars) 47, and a pair of rear pillars 48.

As illustrated in FIGS. 2 and 3 , the pair of front pillars 46 areprovided on the vehicle body 5 such that the front pillars 46 are spacedapart from each other along the vehicle-width direction B3 and extendupward, are provided above the entry/exit steps 17 (positioned higherthan the entry/exit steps 17), and are located in a front portion of theprotection mechanism 9. The pair of front pillars 46 include a firstfront pillar 6L and a second front pillar 46R. The first front pillar 6Lis located on one of the opposite sides (left side) of the front portionof the protection mechanism frame 44 (protection mechanism 9) in thevehicle-width direction B3. The second front pillar 46R is located onthe other of the opposite sides (right side) of the front portion of theprotection mechanism frame 44 (protection mechanism 9) in thevehicle-width direction B3.

As illustrated in FIGS. 2 and 3 , the pair of rear pillars 48 areprovided on the vehicle body 5 such that the rear pillars 48 are spacedapart from each other along the vehicle-width direction B3 and extendupward, and are located in a rear portion of the protection mechanism 9.The pair of rear pillars 48 include a first rear pillar 48L and a secondrear pillar 48R. The first rear pillar 48L is located on one of theopposite sides of a back surface of the protection mechanism frame 44.The second rear pillar 48R is located on the other of the opposite sidesof the back surface of the protection mechanism frame 44.

As illustrated in FIGS. 2 and 3 , the pair of intermediate pillars 47are provided on the vehicle body 5 such that the rear pillars 47 arespaced apart from each other along the vehicle-width direction B3 andextend upward, and are located between the pair of front pillars 46 andthe pair of rear pillars 48. Specifically, the pair of intermediatepillars 47 are located in an intermediate portion of the protectionmechanism 9 in the front-rear direction A3. The pair of intermediatepillars 47 include a first intermediate pillar 47L and a secondintermediate pillar 47R. The first intermediate pillar 47L is located inan intermediate portion of a side surface (left side surface) of theprotection mechanism frame 44 in the front-rear direction A3. The secondintermediate pillar 47R is located in an intermediate portion of theopposite side surface (right side surface) of the protection mechanismframe 44 in the front-rear direction A3.

Note that, although the plurality of pillars 45 in the present preferredembodiment include the pair of front pillars 46, the pair ofintermediate pillars 47, and the pair of rear pillars 48, aconfiguration of the plurality of pillars 45 is not limited to thatdescribed above. For example, the following configuration may be used:the plurality of pillars 45 include the pair of front pillars 46 and thepair of rear pillars 48 but do not include the pair of intermediatepillars 47.

As illustrated in FIG. 3 , the support frame 49 connects upper portionsof the plurality of pillar 45. That is, the support frame 49 connectsupper portions of the pair of front pillars 46, upper portions of thepair of intermediate pillars 47, and upper portions of the pair of rearpillars 48. The support frame 49 has the roof 16 attached thereto, andsupports the roof 16 from front to rear. As illustrated in FIG. 3 , thesupport frame 49, together with the vehicle body 5 and the plurality ofpillars 45, defines openings 55. Specifically, the support frame 49includes a front support frame 49A, a first side support frame 49L, asecond side support frame 49R, and a rear support frame 49B.

The front support frame 49A connects together the upper portions of thefirst front pillar 6L and the second front pillar 46R, and the frontsupport frame 49A supports a front portion of the roof 16. The frontsupport frame 49A, together with the vehicle body 5, the first frontpillar 6L, and the second front pillar 46R, defines an opening 55 (frontopening 55 a).

The first side support frame 49L connects together the upper portions ofthe first front pillar 6L and the first intermediate pillar 47L, andsupports one of the opposite sides (left side) of the roof 16 in thevehicle-width direction B3 (width direction of the vehicle body 5). Thefirst side support frame 49L, together with the vehicle body 5, thefirst front pillar 6L, and the first intermediate pillar 47L, defines anopening 55 (left side opening 55 b).

The second side support frame 49R connects together the upper portionsof the second front pillar 46R and the second intermediate pillar 47R,and supports the other of the opposite sides (right side) of the roof 16in the vehicle-width direction B3. The second side support frame 49R,together with the vehicle body 5, the second front pillar 46R, and thesecond intermediate pillar 47R, defines an opening 55 (right sideopening 55 c).

The rear support frame 49B connects together the upper portions of thefirst intermediate pillar 47L and the second intermediate pillar 47R,connects together the upper portions of the first rear pillar 48L andthe second rear pillar 48R, and supports a rear portion of the roof 16.The rear support frame 49B, together with the vehicle body 5, the firstintermediate pillar 47L, and the first rear pillar 48L, defines anopening 55 (left rear opening 55 d). The rear support frame 49B,together with the vehicle body 5, the second intermediate pillar 47R,and the second rear pillar 48R, defines an opening (right rear opening55 e). The rear support frame 49B, together with the vehicle body 5, thefirst rear pillar 48L, and the second rear pillar 48R, defines anopening 55 (rear opening 55 f).

As illustrated in FIG. 3 , the support frame 49 has, at the front, afront frame 50 which bridges the first side support frame 49L and thesecond side support frame 49R. The front frame 50 has one end portionconnected to the front support frame 49A by a first reinforcing frame51L, and has the opposite end portion connected to the front supportframe 49A by a second reinforcing frame 51R. The support frame 49 has,at the rear, a rear frame 52 which bridges right and left end portionsof the rear support frame 49B.

As illustrated in FIG. 28 , the protection mechanism 9 includes awindshield glass (front window) 12, a rear window glass (rear window)13, and quarter glasses (rear side glasses) 15. The windshield glass 12is located between the first front pillar 6L and the second front pillar46R and covers the front opening 55 a. The rear window glass 13 islocated between the first rear pillar 48L and the second rear pillar 48Rand covers the rear opening 55 f. The rear window glass 13 has an upperedge thereof swingably attached to the rear support frame 49B, and isconfigured to be opened and closed. As illustrated in FIG. 16 , the rearwindow glass 13 is provided with, at an upper portion of the backsidethereof, a wiper 13 a which moves to and fro while in contact with theouter surface of the rear window glass 13 and which wipes rainwater orwater droplets off the outer surface. One of the quarter glasses 15 islocated between the first intermediate pillar 47L and the first rearpillar 48L and covers the left rear opening 55 d, and the other islocated between the second intermediate pillar 47R and the second rearpillar 48R and covers the right rear opening 55 e.

The protection mechanism 9 is provided with the entry/exit doors 14 toopen and close the left side opening 55 b and the right side opening 55c. One of the entry/exit doors 14 to open and close the left sideopening 55 b is swingably attached with a hinge provided on the firstintermediate pillar 47L, and is configured to be opened and closed. Onthe other hand, the other of the entry/exit doors 14 to open and closethe right side opening 55 c is swingably attached with a hinge providedon the second intermediate pillar 47R, and is configured to be openedand closed.

The following description discusses the operator's seat 10 and itssurroundings inside the protection mechanism. As illustrated in FIG. 4 ,console boxes (operation bases) 56, a supporting/mounting unit 57, andan auxiliary mounting part 58 are provided in the vicinity of theoperator's seat 10. A pair of the console boxes 56 are located sidewardof the operator's seat 10, i.e., the pair of the console boxes 56 arelocated on the opposite sides of the operator's seat 10 in amachine-body-width direction. Each console box 56 is provided with, forexample, an operation device for operation of the working vehicle 1.

The supporting/mounting unit 57 is fixed to one of the console boxes 56and supports the display device 40. The supporting/mounting unit 57includes a supporting column 57 a which extends upward from a frontportion of the console box 56, and a placement member 57 b which isattached to an upper end of the supporting column 57 a and which is forplacement of the display device 40.

The auxiliary mounting part 58 supports the another display device 40instead of or in addition to the supporting/mounting unit 57. That is,the display device 40 can be placed on either the supporting/mountingunit 57 or the auxiliary mounting part 58 and, when there are aplurality of the display devices 40, the display devices 40 can beplaced on the supporting/mounting unit 57 and the auxiliary mountingpart 58, respectively. The auxiliary mounting part 58 is, for example, amember formed by subjecting a thick steel plate to bending, and isprovided between an intermediate portion of the second intermediatepillar 47R in the top-bottom direction and an intermediate portion ofthe second rear pillar 48R in the top-bottom direction. The auxiliarymounting part 58 is attached to the second intermediate pillar 47R andthe second rear pillar 48R with fixing means such as fasteners (e.g.,bolts). Note that, in the present preferred embodiment, the auxiliarymounting part 58 may be located between an intermediate portion of thefirst intermediate pillar 47L in the top-bottom direction and anintermediate portion of the first rear pillar 48L in the top-bottomdirection, and a configuration thereof is not limited to that asdescribed above.

As illustrated in FIGS. 5A and 6A, the roof 16 includes an inner roof16A and an outer roof 16B.

As illustrated in FIG. 5A, the inner roof 16A is disposed in a lowerportion of the roof 16. A front portion of the inner roof 16A isattached to a lower portion of the front support frame 49A. A rearportion of the inner roof 16A is attached to a lower portion of the rearsupport frame 49B. As illustrated in FIG. 5B, a left portion of theinner roof 16A is attached to a lower portion of the first side supportframe 49L. A right portion of the inner roof 16A is attached to a lowerportion of the second side support frame 49R.

As illustrated in FIGS. 5A and 5B, the outer roof 16B is provided so asto cover the inner roof 16A from above. The outer roof 16B includes anupper member 16B1 and a lower member 16B2. The upper member 16B1 definesan upper surface of the outer roof 16B. As illustrated in FIG. 6 , theupper member 16B1 is a member substantially in the shape of a quadranglein plan view. As illustrated in FIGS. 5A and 5B, the upper member 16B1slopes downward with increasing distance from the middle toward theperiphery, and has outer edges 16 b 1 projecting in a horizontal outwarddirection.

The lower member 16B2 defines a lower surface of the outer roof 16B, isa member substantially in the shape of a quadrangle in plan view, andcorresponds to the upper member 16B1. As illustrated in FIGS. 5A and 5B,the lower member 16B2 has peripheral portions sloping upward in outwarddirections, and outer edges 16 b 2 project in a horizontal outwarddirection. The outer edges 16 b 2 of the lower member 16B2 are connectedto the outer edges 16 b 1 of the upper member 16B1 by means of, forexample, welding or bolting, and united with the upper member 16B1.

As illustrated in FIG. 5A, a front portion of the outer roof 16B isattached to an upper portion of the front support frame 49A. A rearportion of the outer roof 16B is attached to an upper portion of therear support frame 49B. As illustrated in FIG. 5B, a left portion of theouter roof 16B is attached to an upper portion of the first side supportframe 49L. A right portion of the outer roof 16B is attached to an upperportion of the second side support frame 49R.

As illustrated in FIG. 6 , the roof 16 (outer roof 16B) has a cutout 90in the upper surface thereof. The cutout 90 is a cutout extending alongthe top-bottom direction, and is a recess depressed from a periphery ofthe roof 16 toward the center of the roof 16. For example, themonitoring device 36 is disposed in the space of the cutout 90. In thepresent preferred embodiment, the cutout 90 is formed in the rear of theroof 16, more specifically, formed in the middle of the rear peripheryof the roof 16 in the vehicle-width direction B3.

As illustrated in FIG. 6 , a dimension E1 of a rear portion of thecutout 90 along the vehicle-width direction B3 is greater than adimension E2 of a front portion of the cutout 90 along the vehicle-widthdirection B3. That is, a dimension of the cutout 90 along thevehicle-width direction B3 increases in a front-to-rear direction, andthe cutout 90 has opposite sides diverging in the front-to-reardirection in plan view. Note that, although the dimension of the cutout90 along the vehicle-width direction B3 increases in the front-to-reardirection in the present preferred embodiment, the dimension E1 of therear portion of the cutout 90 along the vehicle-width direction B3 andthe dimension E2 of the front portion of the cutout 90 along thevehicle-width direction B3 may be equal to each other, and the cutout 90may have a shape in which the dimension along the vehicle-widthdirection B3 is uniform along the front-to-rear direction (may have astraight shape).

Furthermore, as illustrated in FIG. 10 , a thickness F1 of the rearportion of the cutout 90 along the top-bottom direction is smaller thana thickness F2 of the front portion of the cutout 90 along thetop-bottom direction. That is, the thickness of the cutout 90 along thetop-bottom direction decreases in the front-to-rear direction, and thecutout 90 tapers in side view.

As illustrated in FIG. 7A, the monitoring device 36 disposed rearward ofthe support frame 49 is located in the cutout 90, and at least a portionof the monitoring device 36 is located higher than the upper surface ofthe roof 16. Note that, although the cutout 90 is formed in the middleof the rear portion of the upper surface of the roof 16 along thevehicle-width direction B3 in the present preferred embodiment, theposition of the cutout 90 may be at a location other than the rearportion of the upper surface of the roof 16, provided that at least aportion of the electric device (monitoring device) 36 can be locatedhigher than the upper surface of the roof 16. Furthermore, although themonitoring device 36 as the electric device 36 is disposed in the cutout90, an electric device 36 other than the monitoring device 36, such asan illuminating lamp 81, may be disposed in the cutout 90.

As illustrated in FIG. 7A, the cutout 90 has a first inner side wall 90a, a second inner side wall 90 b, and a first inclined wall 90 c whichare formed in the upper member 16B1, and has a third inner side wall 90d, a fourth inner side wall 90 e, and a second inclined wall 90 f whichare formed in the lower member 16B2.

As illustrated in FIG. 7A, the first inner side wall 90 a is a wallwhich defines an upper left portion of the cutout 90. The first innerside wall 90 a slopes from upper left toward lower right and a wallsurface thereof faces upper right at the periphery of the upper member16B1. At the bottom of the first inner side wall 90 a, there is a firstfringe portion 90 a 1 which extends rightward.

As illustrated in FIG. 7A, the second inner side wall 90 b is a wallwhich defines an upper right portion of the cutout 90. The second innerside wall 90 b slopes from upper right toward lower left and a wallsurface thereof faces upper left at the periphery of the upper member16B1. That is, the first inner side wall 90 a and the second inner sidewall 90 b are spaced apart from each other along the vehicle-widthdirection B3. At the bottom of the second inner side wall 90 b, there isa second fringe portion 90 b 1 which extends leftward.

As illustrated in FIG. 7B, the first inclined wall 90 c is a wall whichdefines an upper front portion of the cutout 90. The first inclined wall90 c slopes from the upper surface of the upper member 16B1 toward lowerrear, and a wall surface thereof faces upper rear. That is, the firstinclined wall 90 c slopes from upper front toward lower rear. At thebottom of the first inclined wall 90 c, there is a third fringe portion90 c 1 which extends toward lower rear. A left portion of the firstinclined wall 90 c is connected to a front portion of the first innerside wall 90 a, and a right portion of the first inclined wall 90 c isconnected to a front portion of the second inner side wall 90 b.Accordingly, as illustrated in FIG. 7B, the first inner side wall 90 a,the second inner side wall 90 b, and the first inclined wall 90 c definea continuous wall surface and a recess.

As illustrated in FIG. 7A, the third inner side wall 90 d is a wallwhich defines a lower left portion of the cutout 90. The third innerside wall 90 d slopes from upper right toward lower left and a wallsurface thereof faces lower right at the periphery of the lower member16B2. At the top of the third inner side wall 90 d, there is a fourthfringe portion 90 d 1 which extends rightward.

As illustrated in FIG. 7A, the fourth inner side wall 90 e is a wallwhich defines an upper right portion of the cutout 90. The fourth innerside wall 90 e slopes from upper left toward lower right and a wallsurface thereof faces lower left at the periphery of the lower member16B2. That is, the third inner side wall 90 d and the fourth inner sidewall 90 e are spaced apart from and face each other along thevehicle-width direction B3. At the top of the fourth inner side wall 90e, there is a fifth fringe portion 90 e 1 which extends leftward.

As illustrated in FIG. 7B, the second inclined wall 90 f is a wall whichdefines a lower front portion of the cutout 90. As illustrated in FIG.10 , the second inclined wall 90 f slopes from the lower surface of thelower member 16B2 toward upper rear, and a wall surface thereof faceslower rear. That is, the second inclined wall 90 f slopes from lowerfront toward upper rear. At the top of the second inclined wall 90 f,there is a sixth fringe portion 90 f 1 which extends toward lower rear.A left portion of the second inclined wall 90 f is connected to a frontportion of the third inner side wall 90 d, and a right portion of thesecond inclined wall 90 f is connected to a front portion of the fourthinner side wall 90 e. Accordingly, the third inner side wall 90 d, thefourth inner side wall 90 e, and the second inclined wall 90 f form acontinuous wall surface, and define a recess.

Note that, although the cutout 90 is formed in the middle of the rearperiphery of the roof 16 in the present preferred embodiment, the cutout90 may be formed in some other portion of the periphery of the roof 16other than the rear periphery, for example, in a side periphery of theroof 16. In such a case, an electric device such as the monitoringdevice 36 disposed on a side of the working vehicle 1 can be located inthe space of the cutout 90.

Furthermore, as illustrated in FIGS. 6 and 8 , the roof 16 (outer roof16B and upper member 16B1) has a first groove 91, a second groove 92,and a flow-stopping portion 93. The first groove 91 and the secondgroove 92 are grooves depressed downward from the upper surface of theroof 16, and are channels which guide rainwater or the like flowing onthe upper surface of the roof 16 toward the periphery of the roof 16.The first groove 91 and the second groove 92 extend along prescribeddirections and guide rainwater along such directions.

As illustrated in FIGS. 6 and 8 , the first groove 91 is formed in theupper surface of the upper member 16B1 (outer roof 16B, roof 16) on theopposite side of the cutout 90 from the monitoring device 36, andextends in direction(s) away from the cutout 90. Specifically, the firstgroove 91 is formed between the center of the upper member 16B1 and thecutout 90, and extends in direction(s) away from the monitoring device36. In the present preferred embodiment, the first groove 91 is formedin the rear portion of the roof 16 in front of the cutout 90, andextends along the vehicle-width direction B3. The first groove 91 curvesrearward from front with increasing distance from the middle of thefirst groove 91 along the vehicle-width direction B3 outward.

As illustrated in FIG. 9 , the first groove 91 extends to portionsoutward of side edges of a window which is provided between a pluralityof pillars 45 and which is configured to be opened and closed. In thepresent preferred embodiment, the window includes the rear window glass13, and one of the opposite end portions (left end portion) of the firstgroove 91 extends to a portion outward (leftward) of the left side edgeof the rear window glass 13. On the other hand, the other of theopposite end portions (right end portion) of the first groove 91 extendsto a portion outward (rightward) of the right side edge of the rearwindow glass 13. Furthermore, the first groove 91 extends to a portionoutward of one of the plurality of pillars 45 which support the roof 16and to another portion outward of another of the plurality of pillars45. In the present preferred embodiment, one of the opposite endportions (left end portion) of the first groove 91 extends to a portionoutward (leftward) of the first rear pillar 48L, which is one of thepair of rear pillars 48 supporting the rear portion of the roof 16. Onthe other hand, the other of the opposite end portions (right endportion) of the first groove 91 extends to a portion outward (rightward)of the second rear pillar 48R, which is the other of the pair of rearpillars 48 supporting the rear portion of the roof 16. Furthermore, asillustrated in FIG. 6 , one of the opposite end portions (left endportion) of the first groove 91 curves diagonally leftward and rearward,whereas the other of the opposite end portions (right end portion) ofthe first groove 91 curves diagonally rightward and rearward.

As illustrated in FIGS. 6 and 8 , the second groove 92 is formed in theupper surface of the upper member 16B1 (outer roof 16B, roof 16) on theopposite side of the first groove 91 from the monitoring device 36, andextends in direction(s) away from the monitoring device 36. Asillustrated in FIG. 5A, the second groove 92 differs in depth from thefirst groove 91, and a depth D2 of the second groove 92 is less than adepth D1 of the first groove 91. In other words, the depth D1 of thefirst groove 91 is greater than the depth D2 of the second groove 92.Furthermore, as illustrated in FIG. 6 , a dimension L2 of the secondgroove 92 along the vehicle-width direction B3 is greater than adimension L1 of the first groove 91 along the vehicle-width directionB3. Details of the second groove 92 are as follows: the second groove 92includes a first portion 92 a, a second portion 92 b, a third portion 92c, a fourth portion 92 d, a fifth portion 92 e, and a sixth portion 92f. The first portion 92 a is provided in front of the first groove 91,and curves forward from rear with increasing distance from the middle ofthe first portion 92 a along the vehicle-width direction B3 outward. Inthe present preferred embodiment, the first portion 92 a curvesdiagonally leftward and forward and curves diagonally rightward andforward from the middle in the vehicle-width direction B3, and the firstportion 92 a (second groove 92) curves in directions differing fromthose of the first groove 91.

As illustrated in FIGS. 6 and 8 , the second portion 92 b is formed in afront portion of the upper member 16B1 (outer roof 16B, roof 16) andlocated forward of the first portion 92 a. That is, the first groove 91,the first portion 92 a, and the second portion 92 b are arranged in thisorder from the rear. The second portion 92 b has an intermediate portionextending along the vehicle-width direction B3, a left end portionextending from the left end of the intermediate portion and curvingdiagonally leftward and forward, and a right end portion extending fromthe right end of the intermediate portion and curving diagonallyrightward and forward.

As illustrated in FIGS. 6 and 8 , the third portion 92 c, the fourthportion 92 d, the fifth portion 92 e, and the sixth portion 92 f areformed in left and right portions of the upper member 16B1 (outer roof16B, roof 16). The third portion 92 c, the fourth portion 92 d, thefifth portion 92 e, and the sixth portion 92 f each have a front portioninclined in the inward widthwise direction and a rear portion inclinedin the outward widthwise direction. The third portion 92 c and thefourth portion 92 d correspond to each other and are spaced apart fromeach other along the vehicle-width direction B3. The fifth portion 92 eand the sixth portion 92 f correspond to each other and are spaced apartfrom each other along the vehicle-width direction B3.

Specifically, the third portion 92 c is formed in the left portion ofthe upper member 16B1 (outer roof 16B, roof 16). The third portion 92 cextends rearward from the left end of the intermediate portion of thesecond portion 92 b to a left end portion of the first portion 92 a. Thefourth portion 92 d is formed in the right portion of the upper member16B1 (outer roof 16B, roof 16). The fourth portion 92 d extends rearwardfrom the right end of the intermediate portion of the second portion 92b to a right end portion of the first portion 92 a.

The fifth portion 92 e is formed in the left portion of the upper member16B1 (outer roof 16B, roof 16) and is provided leftward of the thirdportion 92 c. The fifth portion 92 e extends rearward from a left endportion of the second portion 92 b, connects to the left end of thefirst portion 92 a, and extends to the rear periphery of the uppermember 16B1. The sixth portion 92 f is formed in the right portion ofthe upper member 16B1 (outer roof 16B, roof 16) and is providedrightward of the fourth portion 92 d. The sixth portion 92 f extendsrearward from a right end portion of the second portion 92 b, connectsto the right end of the first portion 92 a, and extends to the rearperiphery of the upper member 16B1.

As illustrated in 5A, 8, and 10, the flow-stopping portion 93 protrudesupward from the upper surface of the upper member 16B1 (outer roof 16B,roof 16) and stops rainwater from flowing toward the monitoring device36 on the upper surface of the upper member 16B1. Specifically, theflow-stopping portion 93 extends between the first groove 91 and thecutout 90, and is provided at the upper surface of the upper member 16B1(outer roof 16B, roof 16). In the present preferred embodiment, theflow-stopping portion 93 is provided in a rear portion of the uppermember 16B1, and protrudes upward in front of the first groove 91. Asillustrated in FIG. 5A, in the present preferred embodiment, an upperedge of the flow-stopping portion 93 is located higher than the centerof the upper member 16B1, and is located higher than, at least, thesurface of the upper member 16B1 except the flow-stopping portion 93.That is, the upper edge of the flow-stopping portion 93 is a portion(uppermost portion) located highest in the upper member 16B1 (outer roof16B, roof 16). Furthermore, as illustrated in FIG. 9 , a dimension L3 ofthe flow-stopping portion 93 along the vehicle-width direction B3 isless than the dimension L1 of the first groove 91 along thevehicle-width direction B3. Specifically, one of the opposite ends (leftend) of the flow-stopping portion 93 is located rightward of one of theopposite ends (left end) of the first groove 91, whereas the other ofthe opposite ends (right end) of the flow-stopping portion 93 is locatedleftward of the other of the opposite ends (right end) of the firstgroove 91.

The following description discusses the monitoring devices 36 providedon the working vehicle 1 in detail. First, the following discusses aconfiguration and attachment of a monitoring device 36 which is providedat the rear of the working vehicle 1 and which monitors an area rearwardof the vehicle body 5. As illustrated in FIG. 10 , the monitoring device36 provided at the rear of the working vehicle 1 is located rearward ofthe support frame 49 and includes a fixing bracket 100 to fix theobstacle detector 38 and the camera unit 39, and a top cover 105 whichcovers the obstacle detector 38 and the camera unit 39 from an upperside.

As illustrated in FIGS. 10, 11, and 12 , the fixing bracket 100 includesa first holder 101, a second holder 102, a third holder 103, and afourth holder 104. The first holder 101, the second holder 102, thethird holder 103, and the fourth holder 104 are each formed by, forexample, subjecting a thick steel plate to bending. As illustrated inFIGS. 11 and 12 , the first holder 101 has the obstacle detector 38fixed thereto, and is, for example, substantially in a square U shape ina side view. The first holder 101 includes a first fixing plate 101 a towhich the obstacle detector 38 is attached with a fastener (e.g., bolt),a second fixing plate 101 b which extends diagonally rearward anddownward from an upper edge of the first fixing plate 101 a, and a thirdfixing plate 101 c which extends diagonally rearward and downward from alower edge of the first fixing plate 101 a. That is, the second fixingplate 101 b and the third fixing plate 101 c face each other, with theobstacle detector 38 disposed between the second fixing plate 101 b andthe third fixing plate 101 c.

As illustrated in FIG. 12 , the second holder 102 is, for example,substantially in a square U shape in front view, and includes a firstfixing plate 102 a, and second fixing plates 102 b which extend downwardfrom the opposite ends of the first fixing plate 102 a in thevehicle-width direction B3. The first fixing plate 102 a has fixedthereto the third fixing plate 101 c of the first holder 101 by afastener (e.g., bolt) or welding. The second fixing plates 102 b eachhave, in a central portion thereof, a hole 102 b 1 passing through thesecond fixing plate 102 b along the vehicle-width direction B3.Furthermore, the second fixing plates 102 b each have a locking portion102 b 2, which is a cutout depressed rearward from front and depressedupward.

As illustrated in FIGS. 11 and 12 , the third holder 103 is, forexample, substantially in a square U shape in plan view, and includes afirst fixing plate 103 a, and second fixing plates 103 b which extendrearward from opposite ends of the first fixing plate 103 a in thevehicle-width direction B3. As illustrated in FIG. 13 , the secondfixing plates 103 b each have, in an upper rear portion and a lower rearportion thereof, holes 103 b 1 passing through the second fixing plate103 b along the vehicle-width direction B3. The holes 103 b 1 are longholes each extending along the circumference of an imaginary circlecentered on the midpoint (pivot axis) between the upper hole 103 b 1 andthe lower hole 103 b 1. The camera unit 39 is attached to the thirdholder 103 with fasteners such as bolts inserted through the holes 103 b1. Note that, when fasteners are loosened, as illustrated in FIG. 13 ,the holes 103 b 1 are guided by the fasteners, making it possible toallow the camera unit 39 to pivot on the pivot axis to adjust theoptical axis of the camera unit 39.

As illustrated in FIGS. 11 and 12 , the fourth holder 104 supports thesecond holder 102 and the third holder 103, and is, for example,substantially in a square U shape in plan view. The fourth holder 104includes a first fixing plate 104 a, and second fixing plates 104 bwhich extend forward from opposite ends of the first fixing plate 104 ain the vehicle-width direction B3. The first fixing plate 104 a has,fixed to the rear thereof, the first fixing plate 103 a of the thirdholder 103 by a fastener (e.g., bolt) or welding. The second fixingplates 104 b each have, passing through a front portion thereof, a shaftmember 104 b 1 extending along the vehicle-width direction B3. The shaftmembers 104 b 1 are fastened to the locking portions 102 b 2 of thesecond holder 102. Furthermore, the second fixing plates 104 b each havea hole 104 b 2 passing therethrough along the vehicle-width direction B3in its portion rearward of the shaft member 104 b 1. As illustrated inFIG. 13 , the holes 104 b 2 are long holes each extending along thecircumference of an imaginary circle centered on the central axis of theshaft member 104 b 1. Note that, when fasteners are loosened, the holes104 b 2 are guided by the fasteners, making it possible to allow thesecond holder 102 to pivot about the pivot axis to adjust the positionand angle of the obstacle detector 38.

Note that a configuration of the fixing bracket 100 is not limited tothat as described above, provided that the fixing bracket 100 isconfigured such that the camera unit 39 and the obstacle detector 38 arepivotably supported and thereby the optical axis of the camera unit 39and the position and angle of the obstacle detector 38 can be adjusted.

As illustrated in FIGS. 10, 11, and 12 , the top cover 105 is formed by,for example, subjecting a thick steel plate to bending, and includes afront wall 106, a rear wall 107, and a peripheral wall 108. Asillustrated in FIGS. 11 and 10 , the front wall 106 covers the obstacledetector 38 and/or the camera unit 39 from an upper front side. In thepresent preferred embodiment, the front wall 106 defines a front portionof the top cover 105 and convers the obstacle detector 38 from the upperfront side. The front wall 106 slopes from upper rear to lower front,has a plate surface facing diagonally forward and upward, and is fixedto the first fixing plate 101 a of the first holder 101. The rear wall107 covers the obstacle detector 38 and/or the camera unit 39 from anupper rear side. In the present preferred embodiment, the rear wall 107covers the obstacle detector 38 from the upper rear side. The rear wall107 defines a rear portion of the top cover 105, slopes from upper frontto lower rear, and has a plate surface facing diagonally rearward andupward. The peripheral wall 108 extends from the rear edge, left edge,and right edge of the rear wall 107 diagonally forward and downward, andcovers the obstacle detector 38 from the upper rear side, from the upperleft side, and from the upper right side.

As illustrated in FIG. 14 , the protection mechanism 9 includes a firstbracket 111, a second bracket 112, and a connection stay 113. Themonitoring device 36 provided at the rear of the working vehicle 1 isdisposed rearward of the support frame 49 (rear support frame 49B) withthe first bracket 111, the second bracket 112, and the connection stay113 interposed therebetween.

As illustrated in FIG. 14 , the first bracket 111 extends rearward fromthe rear of the protection mechanism 9. Specifically, the first bracket111 extends rearward of the rear support frame 49B from one of theopposite end portions (left end portion) of the rear support frame 49Bin the width direction. The first bracket 111 extends rearward of therear support frame 49B from the position of the rear support frame 49Bthat is rightward of the left end of the rear support frame 49B in thewidth direction. The first bracket 111 extends rearward of the positionat which the rear support frame 49B and the roof 16 are attachedtogether. Furthermore, as illustrated in FIG. 10 , the rear end of thefirst bracket 111 is located forward of the rear edge of the roof 16.The front end of the first bracket 111 is attached to the rear supportframe 49B by welding or other method or material. The first bracket 111is a long plate-shaped member that is long in the front-rear directionA3, and is disposed such that a plate surface thereof faces in thevehicle-width direction B3. The first bracket 111 has a plurality ofholes 111 a which are arranged along the front-rear direction A3 andwhich pass through the first bracket 111 along the vehicle-widthdirection B3.

As illustrated in FIG. 14 , the second bracket 112 extends rearward fromthe rear of the protection mechanism 9. Specifically, the second bracket112 extends rearward of the rear support frame 49B from the other of theopposite end portions (right end portion) of the rear support frame 49Bin the width direction. The second bracket 112 extends rearward of therear support frame 49B from the position of the rear support frame 49Bthat is leftward of the right end of the rear support frame 49B in thewidth direction. The second bracket 112 extends rearward of the positionat which the rear support frame 49B and the roof 16 are attachedtogether. Furthermore, as illustrated in FIG. 10 , the rear end of thesecond bracket 112 is located forward of the rear edge of the roof 16.The second bracket 112 is spaced apart from the first bracket 111 alongthe vehicle-width direction B3. The dimensions of the first bracket 111and the second bracket 112 along the vehicle-width direction B3 are lessthan the dimension of the support frame 49 along the vehicle-widthdirection B3, and are less than the dimension of the working vehicle 1along the vehicle-width direction B3. The front end of the secondbracket 112 is attached to the rear support frame 49B by welding orother method or material. The second bracket 112 is a long plate-shapedmember that is long in the front-rear direction A3, and is disposed suchthat a plate surface thereof faces in the vehicle-width direction B3.The second bracket 112 has a plurality of holes 112 a which are arrangedalong the front-rear direction A3 and which pass through the secondbracket 112 along the vehicle-width direction B3.

Note that, although the first bracket 111 and the second bracket 112extend rearward from the support frame 49 in the present preferredembodiment, the positions at which the first bracket 111 and the secondbracket 112 are attached are not limited to the support frame 49,provided that the first bracket 111 and the second bracket 112 extendrearward of the protection mechanism 9 from the rear of the protectionmechanism 9. For example, the first bracket 111 and the second bracket112 may extend rearward of the pair of rear pillars 48. In such a case,the first bracket 111 extends rearward of one (left) of the pair or rearpillars 48 which are arranged along the vehicle-width direction B3 (thefirst rear pillar 48L) from the first rear pillar 48L. On the otherhand, the second bracket 112 extends rearward of the other (right) ofthe pair of rear pillars 48 which are arranged along the vehicle-widthdirection B3 (the second rear pillar 48R) from the second rear pillar48R.

As illustrated in FIG. 14 , the connection stay 113 bridges the firstbracket 111 and the second bracket 112, connects the first bracket 111and the second bracket 112, and supports the monitoring device 36 on amiddle portion thereof in the vehicle-width direction B3. The connectionstay 113 also supports the rear portion of the roof 16 separately fromthe rear support frame 49B. Specifically, the connection stay 113includes a bridging part 114 and a pair of support brackets 119.

As illustrated in FIG. 12 , the bridging part 114 is a long plate-shapedmember extending along the vehicle-width direction B3, and is formed by,for example, subjecting a thick steel plate to bending. The bridgingpart 114 has, in one of the opposite end portions (left end portion)thereof, holes 114 a passing through the bridging part 114 along thevehicle-width direction B3. Insertion of fasteners such as bolts intothe holes 114 a and the holes 111 a of the first bracket 111 connectsthe left end portion of the bridging part 114 and the first bracket 111.The bridging part 114 has, in the other of the opposite end portions(right end portion) thereof, holes 114 a passing through the bridgingpart 114 along the vehicle-width direction B3, similar to the one of theopposite end portions. Insertion of fasteners such as bolts into theholes 114 a and the holes 112 a of the second bracket 112 connects theright end portion of the bridging part 114 and the second bracket 112.Note that, although the connection connecting the bridging part 114 withthe first bracket 111 and the second bracket 112 is fasteners such asbolts in the present preferred embodiment, the fasteners do not implylimitation. The bridging part 114 may be connected to the first bracket111 and the second bracket 112 by welding or other method or material.

As illustrated in FIGS. 12 and 15 , the bridging part 114 has the fourthholder 104 fixed to an upper surface of the middle portion thereof inthe vehicle-width direction B3 by a fastener (e.g., bolt) or welding,and the monitoring device 36 is supported. Specifically, a lower edge ofa front portion of each side surface of the fourth holder 104 and theupper surface of the bridging part 114 are fixed, and the monitoringdevice 36 projects rearward from the rear edge of the bridging part 114.

Furthermore, the bridging part 114 is configured to have various devicesand members attached and fixed thereto. In the present preferredembodiment, the bridging part 114 has a plurality of holes 114 b passingthrough the bridging part 114 along the top-bottom direction. The holes114 b are formed in the opposite end portions of the bridging part 114in the vehicle-width direction B3 and/or in the middle portion of thebridging part 114. The bridging part 114 is configured to support, forexample, an antenna 115 as illustrated in FIG. 14 . The antenna 115 isattached to the bridging part 114 via a stand 116 and the holes 114 b inthe bridging part 114 and a fastener and/or the like. The antenna 115is, for example, an antenna capable of communication with anotherworking vehicle 1, and may be an antenna capable of communication withanother apparatus. Note that a configuration of the antenna 115 is notlimited to that as described above, provided that the antenna 115 isattached to the bridging part 114. For example, the followingconfiguration may be used: the antenna 115 is attached to the bridgingpart 114 via light supporting portions 120 and 121 which are describedlater.

As illustrated in FIG. 15 , the bridging part 114 is configured to have,routed thereon through hole(s) 114 c formed in the middle portionthereof, a wire 117 such as an electric wire or a cord which supplieselectricity to the monitoring device 36 or connects the monitoringdevice 36 and the control device 26. Specifically, a connector 118provided on an intermediate portion of the wire 117 is attached to andfixed to the hole 114 c using a fastener or a cable tie. The wire 117 isrouted from the monitoring device 36 through a hole in the roof and agrommet 151 attached to the hole. The connector 118 attached to andfixed to the bridging part 114 connects a wire 117 from the monitoringdevice 36 and a wire 117 from the interior of the roof 16.

The bridging part 114 has, provided on the opposite end portions in thevehicle-width direction B3, attachment members 114 d to which a pair ofsupport brackets 119 are attached. The attachment members 114 d areprovided on the opposite sides (left side and right side) of the fourthholder 104 in the vehicle-width direction B3. That is, the attachmentmembers 114 are provided on the opposite sides of the monitoring device36 provided at the rear of the working vehicle 1 in the vehicle-widthdirection B3. The attachment members 114 d are, for example,plate-shaped members which are provided inward of the holes 114 b in theopposite end portions in the vehicle-width direction B3 and which extendupward. The attachment members 114 d are each disposed such that a platesurface faces in the front-rear direction A3, and have a hole 114 d 1 inan upper portion thereof passing through the attachment member 114 dalong the front-rear direction A3.

As illustrated in FIG. 9 , a pair of the support brackets 119 areprovided on the respective attachment members 114 d, that is, providedon the respective opposite end portions of the bridging part 114 in thevehicle-width direction B3, and connect the bridging part 114 and therear portion of the roof 16 to thereby support the rear portion of theroof 16. That is, the pair of support brackets 119 are located on theopposite sides in the vehicle-width direction B3 of the monitoringdevice 36 provided at the rear of the working vehicle 1. In other words,the monitoring device 36 provided at the rear of the working vehicle 1is disposed between the pair of support brackets 119. Furthermore, thepair of support brackets 119 support the roof 16 separately from and inaddition to supporting of the roof 16 by the support frame 49, therebymore firmly supporting the roof 16. The pair of support brackets 119 areeach formed by, for example, subjecting a thick steel plate to bending,and, in side view, each substantially have a letter L shape which has alower portion extending upward from the bridging part 114, which is bentat an intermediate portion, and which has an upper portion extendingforward. The pair of support brackets 119 each have a hole 119 a in thelower portion thereof. A fastener such as a bolt is inserted througheach hole 119 a and the hole 114 d 1 in a corresponding attachmentmember 114 d of the bridging part 114, and this attaches and fixes thepair of support brackets 119 to the attachment members 114 d (bridgingpart 114). The pair of support brackets 119 each have a hole 119 b in anupper portion thereof passing through the support bracket 119 along thetop-bottom direction. A fastener such as a bolt is inserted through eachhole 119 b and a corresponding hole 16 b 3 in the rear portion of theroof 16, and this connects the pair of support brackets 119 and the roof16. The holes 16 b 3 in the rear portion of the roof 16 are formed bothin the upper member 16B1 and the lower member 16B2, and the fastenersfasten the attachment members 114 d and the upper member 16B1 and thelower member 16B2 of the roof 16 together.

As illustrated in FIGS. 2, 3, and 14 , the protection mechanism 9includes light supporting portion(s) 120 and/or 121. The lightsupporting portion(s) 120 and/or 121 support(s) rear irradiation lamp(s)84, which is/are illuminating lamp(s) 81 to illuminate the area rearwardof the vehicle body 5. The light supporting portion(s) 120 and/or 121is/are connected to the first bracket 111 and/or the second bracket 112.In the present preferred embodiment, the protection mechanism 9 includesa pair of the light supporting portions 120 and 121, which are connectedto the first bracket 111 and the second bracket 112, respectively. Thelight supporting portions 120 and 121 are each formed by, for example,subjecting a thick steel plate to bending.

As illustrated in FIG. 14 , the light supporting portion 120 which isconnected to the first bracket 111 (hereinafter referred to as “firstlight supporting portion”) is connected to one of the opposite sides(left side) of the first bracket 111 in the vehicle-width direction B3and supports the rear irradiation lamp 84 in a position leftward of thefirst bracket 111. Specifically, the first light supporting portion 120includes an attached portion 120 a attached to the first bracket 111, anupper plate portion 120 b which extends leftward from an upper edge ofthe attached portion 120 a, and a vertical plate portion 120 c whichconnects a rear edge of the attached portion 120 a and a rear edge ofthe upper plate portion 120 b. The attached portion 120 a is connectedto the first bracket 111 by a fastener (e.g., bolt) or welding. Theupper plate portion 120 b has, on an upper surface thereof, a rearirradiation lamp 84 fixed and attached by a fastener. The vertical plateportion 120 c has a hole for attachment of some other device or member.For example, a reflecting plate or the like is attached.

As illustrated in FIG. 14 , the light supporting portion 121 which isconnected to the second bracket 112 (hereinafter referred to as “secondlight supporting portion”) is connected to the other of the oppositesides (right sides) of the second bracket 112 in the vehicle-widthdirection B3 and supports the rear irradiation lamp 84 in a positionrightward of the second bracket 112. That is, the rear irradiation lamps84 are disposed by the light supporting portions 120 and 121 outward ofthe first bracket 111 and the second bracket 112 in outward widthwisedirections. Specifically, the second light supporting portion 121includes an attached portion 121 a attached to the second bracket 112,an upper plate portion 121 b which extends rightward from an upper edgeof the attached portion 121 a, and a vertical plate portion 121 c whichconnects a rear edge of the attached portion 121 a and a rear edge ofthe upper plate portion 121 b. The attached portion 121 a is connectedto the second bracket 112 by a fastener (e.g., bolt) or welding. Theupper plate portion 121 b has, on an upper surface thereof, a rearirradiation lamp 84 attached and fixed by a fastener. The vertical plateportion 121 c has a hole for attachment of some other device or member.

The following description discusses the positional relationship betweenthe monitoring device 36 attached at the rear of the working vehicle 1and the roof 16 and the rear window glass 13. As illustrated in FIGS. 6,7A, 7B, and 10 , front, left, and right portions of the monitoringdevice 36 are each spaced apart from the periphery of the roof 16 andthe cutout 90 with clearance C therebetween. Specifically, the leftportion of the top cover 105 is spaced apart from the first fringeportion 90 a 1 and the fourth fringe portion 90 d 1 along thevehicle-width direction B3 with a gap C1 therebetween. The right portionof the top cover 105 is spaced apart from the second fringe portion 90 b1 and the fifth fringe portion 90 e 1 along the vehicle-width directionB3 with a gap C2 therebetween. The front portion of the top cover 105 isspaced apart from the third fringe portion 90 c 1 and the sixth fringeportion 90 f 1 along the front-rear direction A3 with a gap C3therebetween.

As illustrated in FIG. 10 , at least a portion of the monitoring device36 is located higher than the upper surface of the roof 16, at least aportion of the monitoring device 36 is located lower than the uppersurface of the roof 16, and an upper edge of the monitoring device 36(top cover 105) is at the same level as the uppermost portion of theroof 16. Specifically, in an area rearward of the middle portion of thecutout 90 in the front-rear direction A3, an upper portion of the frontwall 106 of the top cover 105 projects upward relative to the uppersurface of the roof 16, and, in an area forward of the middle portion ofthe cutout 90 in the front-rear direction A3, a lower portion of thefront wall 106 of the top cover 105 is located lower than the uppersurface of the roof 16 and is located in the space of the cutout 90.Furthermore, the upper edge of the top cover 105 is at the same level asthe upper edge of the flow-stopping portion 93, which is the uppermostportion of the roof 16, along the top-bottom direction.

As illustrated in FIG. 10 , a lower edge of the camera unit 39 of themonitoring device 36 is located higher than a lower edge of the lowermember 16B2. Furthermore, as illustrated in FIG. 16 , the lower edge ofthe camera unit 39 is located higher than a swing shaft about which therear window glass 13 swing opens and closes, and is located higher thanthe range of opening/closing movement of the rear window glass 13. Morespecifically, the lower edge of the camera unit 39 is located higherthan the range of movement of the wiper 13 a which moves as the rearwindow glass 13 opens and closes.

The following description discusses the attachment of the monitoringdevices 36 which are provided on the left and right sides of the workingvehicle 1 and which monitor areas sideward of the vehicle body 5. Notethat the monitoring device 36 provided on the left side of the workingvehicle 1 and the monitoring device 36 provided on the right side of theworking vehicle 1 have the same configuration. Thus, the monitoringdevice 36 provided on the left side of the working vehicle 1 isdescribed as an example, and the description for the monitoring device36 provided on the right side of the working vehicle 1 is omitted.

As illustrated in FIGS. 16 and 17 , the protection mechanism 9 includesa support stay 130 and a cover 136. As illustrated in FIG. 18 , thesupport stay 130 is connected to a pillar 45, orients a viewingdirection of the monitoring device sideways, and supports the monitoringdevice 36 below a peripheral portion of the roof 16. In the presentpreferred embodiment, the support stay 130 is connected to anintermediate pillar 47. Note that, although the support stay 130 isconnected to the intermediate pillar 47 in the present preferredembodiment, the support stay 130 may be connected to another of theplurality of pillars 45 other than the intermediate pillar 47. Forexample, in the case of a configuration in which the plurality ofpillars 45 include the pair of front pillars 46 and the pair of rearpillars 48 but do not include the pair of intermediate pillars 47, thesupport stay 130 is connected to any of the rear pillars 48.

The support stay 130 extends from the intermediate pillar 47 to an areaabove an opening 55 (left side opening 55 b), supports the monitoringdevice 36 above the left side opening 55 b, and extends outside therange of opening/closing movement of the entry/exit door 14.Specifically, as illustrated in FIGS. 17 to 20 , the support stay 130includes a fixed portion 131, an intermediate portion 132, and asupporting portion 133.

As illustrated in FIG. 19 , the fixed portion 131 is a part fixed to thepillar 45, and is formed by, for example, subjecting a thick steel plateto bending. As illustrated in FIG. 18 , the fixed portion 131 is a longplate-shaped member extending along the top-bottom direction, and isfixed to a mounting bracket 47 a provided outward of the intermediatepillar 47 in an outward widthwise direction by a fastener (e.g., bolt)or welding.

As illustrated in FIG. 17 , the intermediate portion 132 is a partextending from the fixed portion 131 toward the roof 16, and is formedby, for example, subjecting a bar-shaped member to bending. One endportion (rear end portion, proximal end portion) of the intermediateportion 132 is attached and fixed to an upper portion of the fixedportion 131 by welding or other method or material, and extends from thefixed portion 131 toward the left side opening 55 b. An intermediateportion of the intermediate portion 132 is bent from one end thereofdiagonally forward and upward, and extends diagonally forward and upwardand diagonally rearward and downward with a gap C11 between theintermediate portion 132 and the left side opening 55 b along thefront-rear direction A3 and the top-bottom direction. The opposite endportion (front end portion, distal end portion) of the intermediateportion 132 is bent forward and extends along the front-rear directionA3 above the left side opening 55 b with a gap C12 between theintermediate portion 132 and the left side opening 55 b along thetop-bottom direction. As described earlier, the entry/exit door 14 isattached to the left side opening 55 b and is configured to be openedand closed; therefore, the one end portion of the intermediate portion132 extends from the fixed portion 131 toward the entry/exit door 14,and the intermediate portion of the intermediate portion 132 is bentfrom one end thereof diagonally forward and upward and extendsdiagonally forward and upward and diagonally rearward and downward witha gap C13 between the intermediate portion 132 and the entry/exit door14 along the front-rear direction A3 and the top-bottom direction.Furthermore, the opposite end portion of the intermediate portion 132 isbent forward and extends along the front-rear direction A3 above theentry/exit door 14 with a gap C14 between the intermediate portion 132and the entry/exit door 14 along the top-bottom direction.

As illustrated in FIGS. 19 and 20 , the supporting portion 133 isprovided on the intermediate portion 132 and supports the monitoringdevice 36 (camera unit 39). The supporting portion 133 is formed by, forexample, subjecting a thick steel plate to bending, and substantially ina square U shape in plan view. Specifically, the supporting portion 133includes a first support wall 133 a, a second support wall 133 b, and athird support wall 133 c. The first support wall 133 a is disposed suchthat a plate surface faces in the vehicle-width direction B3, and one ofthe opposite sides of the first support wall 133 a that is inward of theother in an inward widthwise direction (right side) is attached andfixed to the opposite end portion of the intermediate portion 132 bywelding or other method or material. As illustrated in FIG. 20 , thefirst support wall 133 a has, in a lower portion thereof, holes 133 a 1passing through the first support wall 133 a along the vehicle-widthdirection B3. The holes 133 a 1 are located lower than the monitoringdevice 36.

The second support wall 133 b and the third support wall 133 c hold themonitoring device 36 therebetween along the front-rear direction A3 tosupport the monitoring device 36. As illustrated in FIGS. 19 and 20 ,the second support wall 133 b and the third support wall 133 c each havea plate surface facing in the front-rear direction A3 and are spacedapart from each other. The second support wall 133 b extends from oneend (front end) of the first support wall 133 a in an outward widthwisedirection. The third support wall 133 c extends from the opposite end(rear end) of the first support wall 133 a in the outward widthwisedirection. The second support wall 133 b and the third support wall 133each have, in one of opposite portions that is outward of the other inthe outward widthwise direction (in a left portion), holes 133 b 1 orholes 133 c 1 which are arranged along the top-bottom direction. Asillustrated in FIG. 21 , the holes 133 b 1 (133 c 1) are elongated holesextending along the circumference of an imaginary circle centered on themidpoint (pivot axis) between the upper hole 133 b 1 (133 c 1) and thelower hole 133 b 1 (133 c 1). The holes 133 b 1 and the holes 133 c 1have fasteners such as bolts inserted therethrough, and the monitoringdevice 36 is attached to the second support wall 133 b and the thirdsupport wall 133 c via the holes and fasteners. Note that, whenfasteners are loosened, the holes 133 b 1 and the holes 133 c 1 areguided by the fasteners, making it possible to allow the camera unit 39(monitoring device 36) to pivot about the pivot axis to adjust theoptical axis of the camera unit 39. Note that the configurations of thesecond support wall 133 b and the third support wall 133 c are notlimited to those described above, provided that the second support wall133 b and the third support wall 133 c are configured to pivotablysupport the camera unit 39 to adjust the optical axis of the camera unit39.

As illustrated in drawings such as FIGS. 17, 19, and 20 , the supportstay 130 includes a routing unit 135 (guide). The routing unit 135 is aguide to route a transmission line 134 from the intermediate pillar 47to the roof 16. The transmission line 134 is, for example, atransmission line 134 such as an electric wire or a cord which connectsthe stack indicating lamp 85 attached to the intermediate pillar 47 andthe control device 26. The routing unit 135 includes a first routingmember 135 a (first guide portion) and second routing members 135 b(second guide portions).

As illustrated in FIG. 17 , the first routing member 135 a is attachedto the intermediate portion 132 and routes the transmission line 134along the intermediate portion 132. As illustrated in FIGS. 19 and 20 ,the first routing member 135 a is formed by, for example, subjecting athick steel plate to bending, and is attached to and fixed to a lowerportion of the intermediate portion 132 by welding or other method ormaterial. The first routing member 135 a extends from the lower portionof the intermediate portion 132 in an outward widthwise direction(rightward direction), and is bent at its intermediate portiondiagonally upward and in the outward widthwise direction. The firstrouting member 135 a is configured to have the transmission line 134placed thereon, and is configured to route the transmission line 134 inthe gap C11 (C13) below the intermediate portion 132.

As illustrated in FIG. 17 , the second routing members 135 b areattached to the supporting portion 133 and route the transmission line134. As illustrated in FIGS. 19 and 20 , the second routing members 135b are each, for example, a cable tie configured to route thetransmission line 134, and a pair of the second routing members 135 bare arranged along the front-rear direction A3. The second routingmembers 135 b are located lower than the monitoring device 36, areattached to the holes 133 a 1 in the lower portion of the first supportwall 133 a of the supporting portion 133, and are configured to routethe transmission line 134 in the gap C12 in a direction away from theintermediate portion 132, i.e., in a forward direction.

As illustrated in FIGS. 17 and 18 , the cover 136 is attached to theintermediate pillar 47, routes the transmission line 134 on theintermediate pillar 47, and covers the transmission line 134. The cover136 is formed by subjecting a thick steel plate to bending, and issubstantially in a square U shape in plan view. The cover 136 iselongated in the top-bottom direction, overlaps the fixed portion 131 ofthe support stay 130 in the top-bottom direction and the front-reardirection A3, and covers the fixed portion 131. Specifically, the cover136 includes a first cover wall 137, a second cover wall 138, a thirdcover wall 139, and an extending portion 140.

As illustrated in FIG. 17 , the first cover wall 137 has a plate surfacefacing in the vehicle-width direction B3, and is located outward of theintermediate pillar 47 in an outward widthwise direction. The firstcover wall 137 is disposed so as to face one of the opposite sides ofthe intermediate pillar 47 that is outward of the other in the outwardwidthwise direction. An upper portion of the first cover wall 137overlaps the fixed portion 131 of the support stay 130 in the top-bottomdirection and the front-rear direction A3.

The second cover wall 138 and the third cover wall 139 each have a platesurface facing in the front-rear direction A3, and the second cover wall138 extends from the front edge of the first cover wall 137 in an inwardwidthwise direction. The third cover wall 139 extends from the rear edgeof the first cover wall 137 in the inward widthwise direction, and isdisposed so as to face the second cover wall 138 in the front-reardirection A3. That is, the cover 136, together with the intermediatepillar 47, defines a space therein, and is configured to route thetransmission line 134 in the space.

As illustrated in FIGS. 17 and 18 , the extending portion 140 is aportion extending forward from an intermediate portion of the secondcover wall 138 in the top-bottom direction, and is a plate-shapedportion having a plate surface facing in the vehicle-width direction B3.The extending portion 140 has holes 140 a which are arranged along thetop-bottom direction and which pass through the extending portion 140along the vehicle-width direction B3. The extending portion 140 hasfasteners such as bolts inserted through the holes 140 a and is fixed toa mounting bracket 47 b provided on the one of the opposite sides of theintermediate pillar 47 that is outward of the other in the outwardwidthwise direction. Note that the method of fixing the extendingportion 140 and the mounting bracket 47 b together is not limited tousing fasteners, and may be welding or other method or material.

The following description discusses routing the transmission line 134 bythe support stay 130 and the cover 136. As illustrated in FIG. 17 , thetransmission line 134 extends from the stack indicating lamp 85, passesthrough the space defined by the cover 136 and the intermediate pillar47 to an area above the cover 136, and is routed toward the roof 16. Thetransmission line 134, which extends from the upper portion of the cover136, is routed by the routing unit 135 of the support stay 130 from theintermediate pillar 47 to the roof 16. Specifically, the transmissionline 134, which extends from the upper portion of the cover 136, isplaced on the first routing member 135 a. That is, the transmission line134 is routed as follows. The transmission line 134 extends from theintermediate pillar 47 toward the opening 55 (entry/exit door 14), isbent diagonally forward and upward, and extends diagonally forward andupward and diagonally rearward and downward above the gap C11 (C13)between the transmission line 34 and the opening 55 (entry/exit door 14)along the front-rear direction A3 and the top-bottom direction.

As illustrated in FIG. 17 , the transmission line 134, which is routedon the first routing member 135 a, extends forward and is routed to thesecond routing members 135 b. That is, the transmission line 134 isrouted as follows. The transmission line 134 extends from an upperportion of the first routing member 135 a, curves forward, and is routedbelow the monitoring device 36. Furthermore, the transmission line 134is routed in the gap C12 (C14) between the transmission line 134 and theopening 55 (entry/exit door 14) along the top-bottom direction. In otherwords, the transmission line 134 is routed such that the transmissionline 134 extends along the front-rear direction A3 above the opening 55(entry/exit door 14).

The transmission line 134 routed on the second routing members 135 bpasses through a hole in the lower member 16B2 of the roof 16 and agrommet (not illustrated) attached to the hole and is routed inside theroof 16.

Note that, although the support stay 130 supports the monitoring device36 provided on the left or right side of the working vehicle 1 in thepresent preferred embodiment, the support stay 130 may be applied to themonitoring device 36 provided at the front or rear of the workingvehicle 1.

The following description discusses routing cables 150 which areconnected to monitoring devices 36 provided on the left and right sidesof the working vehicle 1 to monitor areas sideward of the vehicle body 5and which supply electricity to the monitoring devices 36 and/or connectthe monitoring devices 36 and the control device 26. As illustrated inFIGS. 17, 22, and 23 , the protection apparatus includes a plurality ofrouting stays 152. The plurality of routing stays 152 are configured toroute the cables 150 which supply electricity to the monitoring devices36 that monitor areas sideward of the vehicle body 5 or which connectthe monitoring devices 36 and the control device 26. The cables 150 areelectric wires, cords, or the like, and are routed from the monitoringdevices 36 into a hole in the roof 16 and a grommet 151 attached to thehole.

As illustrated in FIG. 22 , the plurality of routing stays 152 areprovided on the peripheral portion of the roof 16 and route the cables150. The plurality of routing stays 152 are each formed by subjecting athick steel plate to bending, and are each, for example, a plate memberhaving a cross section substantially in an L-shape.

As illustrated in FIGS. 24 and 26 , the plurality of routing stays 152each include an attachment portion 153 a or 154 a, a placement portion153 b or 154 b, and an upright portion 153 c or 154 c. The attachmentportion 153 a (154 a) is a portion attached to the peripheral portion ofthe roof 16. The attachment portion 153 a (154 a) is attached and fixedto, for example, a lower side of the peripheral portion of the lowermember 16B2 by a fastener (e.g., bolt) or welding.

As illustrated in FIGS. 24 and 26 , the placement portion 153 b (154 b)extends from the attachment portion 153 a (154 a) in a horizontaloutward direction and is disposed such that its plate surface faces inthe top-bottom direction. The placement portion 153 b (154 b) is in theshape of, for example, a rectangle having short edges and long edges inplan view. As illustrated in FIGS. 22 and 23 , the short edges of theplacement portion 153 b (154 b) extend in a direction orthogonal to thedirection of extension of the peripheral portion of the lower member16B2, and the long edges of the placement portion 153 b (154 b) extendin the same direction as the direction of extension of the peripheralportion of the lower member 16B2.

As illustrated in FIGS. 24 and 26 , the upright portion 153 c (154 c)extends upward from the opposite side of the placement portion 153 b(154 b) from the attachment portion 153 a (154 a). As illustrated inFIGS. 25 and 27 , the upright portion 153 c (154 c) is disposed so as toface a lateral side of the peripheral portion of the lower member 16B2.

As illustrated in FIGS. 24 and 26 , the plurality of routing stays 152may differ in shape from each other, and, in the present preferredembodiment, the plurality of routing stays 152 include, for example, afirst stay 153 and a second stay 154 that differs in shape from thefirst stay 153. The short edges of the first stay 153 and the shortedges of the second stay 154 are equal in length to each other, and thelong edges of the second stay 154 are longer than the long edges of thefirst stay 153. That is, the second stay 154 is larger than the firststay 153.

As illustrated in FIGS. 24 to 27 , the plurality of routing stays 152each have a drain portion 153 d or 154 d. The drain portion 153 d (154d) is a portion which passes through the routing stay 152 substantiallyalong the top-bottom direction and which allows passage of rainwaterflowing downward from above. Specifically, the drain portion 153 d (154d) is a cutout in the attachment portion 153 a (154 a) depressed in ahorizontal outward direction, and, as illustrated in FIGS. 25 and 27 ,the drain portion 153 d (154 d), together with the roof 16, defines aspace therebetween which passes through the routing stay 152substantially along the top-bottom direction. For example, the firststay 153 has a single drain portion 153 d in an intermediate portion ofa long edge in the horizontal direction. For example, the second stay154 has two drain portions 154 d in intermediate portions of a long edgein the horizontal direction. Note that the number and shapes of drainportions 153 d (154 d) are not limited to those described above,provided that the drain portion 153 d (154 d) passes through the routingstay 152 substantially along the top-bottom direction and allows passageof rainwater flowing downward from above. For example, the drain portion153 d (154 d) may include a plurality of through holes or a singlethrough hole in the attachment portion 153 a (154 a).

Note that, although the plurality of routing stays 152 as describedabove each have the attachment portion 153 a (154 a) attached to thelower side of the peripheral portion of the roof 16, the configurationin which the attachment portion is attached to the lateral side of theperipheral portion of the roof 16 (lower member 16B2) may be used. Insuch a case, the attachment portion extends downward from the lateralside of the peripheral portion of the roof 16, and the placement portionextends in the horizontal inward direction from the lower edge of theattachment portion. The upright portion extends upward from the oppositeside of the placement portion from the attachment portion, that is, theupright portion extends upward from one of the opposite sides of theplacement portion that is inward of the other in the horizontal inwarddirection. Furthermore, the cables 150 are routed between upper surfacesof the placement portions and the lower side of the peripheral portionof the roof 16.

The following description specifically discusses the locations at whichthe plurality of routing stays 152 are attached. As illustrated in FIG.22 , the plurality of routing stays 152 are disposed in an area rangingfrom the rear of each camera unit 39 (monitoring device 36) to thegrommet 151 attached to the lower member 16B2, that is, disposed on theperipheral portion of the rear portion of the lower member 16B2. Thefirst stays 153 are disposed at locations at which the cable 150 isrelatively likely to curve, and the second stays 154 are disposed atlocations at which the cable 150 is relatively unlikely to curve.Specifically, the first stays 153 are disposed at locations rearward ofthe monitoring devices 36 and at locations on the peripheral portion ofthe lower member 16B2 at which the outer shape of the peripheral portiondefines a curve in plan view. The second stays 154 are disposed atlocations on the peripheral portion of the lower member 16B2 at whichthe outer shape of the peripheral portion is substantially straight inplan view. In the present preferred embodiment, each pair of first stays153 are disposed on opposite sides (left side and right side) in thevehicle-width direction B3 on the peripheral portion of the lower member16B2, and each pair of first stays 154 are disposed on the oppositesides (left side and right side) in the vehicle-width direction B3 onthe peripheral portion of the lower member 16B2. Furthermore, theplurality of routing stays 152 are disposed in the following order inthe direction from the rear of the camera units 39 (monitoring devices36) toward the grommet 151: first stays 153, second stays 154, firststays 153, and second stays 154.

As illustrated in FIGS. 16 and 17 , the plurality of routing stays 152are disposed below the roof 16 (outer roof 16B, lower member 16B2) andare spaced apart from openings 55. Furthermore, as illustrated in FIGS.25 and 27 , the plurality of routing stays 152 are disposed inward anddownward of the outer periphery of the upper surface of the roof 16.Specifically, one of the opposite sides of each of the plurality ofrouting stays 152 that is outward of the other in the horizontal outwarddirection is located inward of the outer edge 16 b 1 of the upper member16B1 and the outer edge 16 b 2 of the lower member 16B2 in thehorizontal inward direction.

Furthermore, as illustrated in FIG. 22 , the plurality of routing stays152 are disposed between the roof 16 and a filter 155 provided on theroof 16. The filter 155 is detachably provided on the lower side of theperipheral portion of the roof 16. The roof 16 has a vent 156 throughwhich outside air is introduced through the filter 155. The vent 156 isa duct which opens downward and which allows outside air to beintroduced from the bottom of the peripheral portion of the roof 16 intoan air conditioner unit. The filter 155 and the vent 156 are disposed atthe lower side of the peripheral portion of the roof 16 at the rear ofthe roof 16. The filter 155 is detachably attached to the roof 16 by afastener (e.g., bolt) and can be detached in the downward direction.That is, because the plurality of routing stays 152 are disposed betweenthe roof 16 and the filter 155 provided on the roof 16, the plurality ofrouting stays 152 are located outward, in the horizontal outwarddirection, of the range within which the filter 155 moves when thefilter 155 is attached or detached.

The following description discusses the locations of the cables 150which are connected to the monitoring devices 36 for monitoring areassideward of the vehicle body 5 and which are routed on the foregoingplurality of routing stays 152. A cable 150 which is connected to themonitoring device 36 disposed on the left side of the working vehicle 1is described. As illustrated in FIG. 22 , the cable 150 extends rearwardfrom the monitoring device 36 which monitors an area sideward of thevehicle body 5, and is placed on a placement portion 153 b of a firststay 153 (which is one of the plurality of routing stays 152) that isdisposed rearward of the monitoring device 36. The cable 150 routed onthe first stay 153 extends from the first stay 153 and is placed on aplacement portion 154 b of a second stay 154 disposed rearward of thefirst stay 153, curves diagonally rightward and rearward, and is placedon a placement portion 153 b of another first stay 153 disposed rearwardof the second stay 154. With this, the cable 150 is routed between theroof 16 and the filter 155 provided on the roof 16, and is locatedoutward in the horizontal outward direction of the range within whichthe filter 155 moves when the filter 155 is attached or detached. Inother words, the cable 150 does not overlap, along the horizontaldirection, the range within which the filter 155 moves when the filter155 is attached or detached.

The cable 150 routed on the placement portion 153 b of the other firststay 153 curves diagonally rightward and rearward, extends from theother first stay 153 and is placed on a placement portion 154 b ofanother second stay 154 disposed rearward of the other first stay 153,curves rightward, and extends toward the grommet 151.

Another cable 150 which is connected to the monitoring device 36disposed on the right side of the working vehicle 1 is described. Asillustrated in FIG. 22 , the cable 150 extends rearward from themonitoring device 36 which monitors an area sideward of the vehicle body5, and is placed on a placement portion 153 b of a first stay 153 (whichis one of the plurality of routing stays 152) disposed rearward of themonitoring device 36. The cable 150 routed on the first stay 153 extendsfrom the first stay 153 and is placed on a placement portion 154 b of asecond stay 154 disposed rearward of the first stay 153, curvesdiagonally leftward and rearward, and is placed on a placement portion153 b of another first stay 153 disposed rearward of the second stay154. The cable 150 routed on the placement portion 153 b of the otherfirst stay 153 curves diagonally leftward and rearward, extends from theother first stay 153 and is placed on a placement portion 154 b ofanother second stay 154 disposed rearward of the other first stay 153,curves leftward, and extends toward the grommet 151.

Note that the description in the present preferred embodiment discussedthe plurality of routing stays 152 which are provided on the peripheralportion of the roof 16 and which route the cables 150 connected to themonitoring devices 36 for monitoring the areas sideward of the vehiclebody 5, using such cables 150 as an example. However, the routing stays152 may route cables 150 for other electric devices 36 such asilluminating lamps 81 instead of the cables 150 connected to themonitoring devices 36 for monitoring the areas sideward of the vehiclebody 5.

The following description discusses the flow of rainwater or the likeflowing on the upper surface of the roof 16 (outer roof 16B, uppermember 16B1). Once rainwater or the like has fallen on the upper surfaceof the upper member 16B1, the rainwater or the like is guided toward theperiphery of the roof 16 due to the slope of the upper surface of theupper member 16B1 and by the first groove 91 and the second groove 92.Specifically, rainwater or the like fallen on a front portion of theupper surface of the upper member 16B1 flows toward the periphery of thefront portion of the upper member 16B1 due to the slope of the uppersurface of the upper member 16B1, and falls downward from the outer edge16 b 1 at the front. Rainwater or the like fallen on the middle portionof the upper surface of the upper member 16B1 falls downward from theouter edge 16 b 1 at the left of the upper member 16B1 or the outer edge16 b 1 at the right of the upper member 16B1 or flows into the secondgroove 92 due to the slope of the upper surface of the upper member16B1. Rainwater or the like that has fallen on a rear portion of theupper surface of the upper member 16B1 falls downward from the peripheryof the rear portion of the upper member 16B1 or flows into the firstgroove 91 due to the slope of the upper surface of the upper member16B1.

Rainwater or the like that has flowed into the third portion 92 c or thefourth portion 92 d of the second groove 92 is guided to the front orrear portion of the upper member 16B1. The rainwater or the like thathas flowed into the third portion 92 c or the fourth portion 92 d, whenguided to the front portion of the upper member 16B1, flows into thesecond portion 92 b. The rainwater or the like that has overflowed thethird portion 92 c or the fourth portion 92 d in an outward widthwisedirection flows into the fifth portion 92 e or the sixth portion 92 f.

The rainwater or the like that has flowed into the fifth portion 92 e orthe sixth portion 92 f of the second groove 92, is guided to the frontor rear portion of the upper member 16B1. The rainwater or the like thathas flowed in to the fifth portion 92 e or the sixth portion 92 f, whenguided to the front portion of the upper member 16B1, flows into (mergeswith) the second portion 92 b. The rainwater or the like that hasoverflowed the fifth portion 92 e or the sixth portion 92 f in anoutward widthwise direction flows toward the periphery at the left ofthe upper member 16B1 or the periphery at the right of the upper member16B1 due to the slope of the upper surface of the upper member 16B1. Therainwater or the like that has flowed toward the periphery at the leftof the upper member 16B1 or the periphery at the right of the uppermember 16B1 falls downward from the outer edge 16 b 1 at the left of theupper member 16B1 or from the outer edge 16 b 1 at the right of theupper member 16B1.

The rainwater or the like that has flowed into the second portion 92 bis guided to the periphery at the front of the upper member 16B1 by thesecond portion 92 b and falls downward from the periphery at the front.

The rainwater or the like that has flowed into the first groove 91 isguided to a portion outward (leftward) of the left edge of the rearwindow glass 13 and to a portion outward (rightward) of the right edgeof the rear window glass 13 by the first groove 91, and falls downwardfrom the periphery at the rear of the upper member 16B1. In other words,rainwater or the like that has flowed into the first groove 91 is guidedto a portion rightward of the first rear pillar 48L and a portionleftward of the second rear pillar 48R by the first groove 91, and fallsdownward from the periphery at the rear of the upper member 16B1.Furthermore, rainwater or the like that has overflowed the first groove91 rearward is stopped by the flow-stopping portion 93 and is guided inoutward widthwise direction(s). The rainwater or the like that has beenguided by the flow-stopping portion 93 in the outward widthwisedirection(s) and has overflowed the first groove 91 flows from end(s) ofthe flow-stopping portion 93 rearward and falls downward from theperiphery at the rear of the upper member 16B1. Furthermore, therainwater or the like that has overflowed the flow-stopping portion 93rearward falls from the periphery at the rear of the upper member 16B1or flows into the cutout 90.

As illustrated in FIG. 7B, the rainwater or the like that has flowedinto the cutout 90 flows downward along the first inner side wall 90 a,the second inner side wall 90 b, and the first inclined wall 90 c, flowstoward the first fringe portion 90 a 1, the second fringe portion 90 b1, and the third fringe portion 90 c 1, and falls downward through theclearance C without reaching the monitoring device 36. Specifically, therainwater or the like, when flowed to the first fringe portion 90 a 1,flows to the fourth fringe portion 90 d 1 and falls downward from thefourth fringe portion 90 d 1. The rainwater or the like, when flowed tothe second fringe portion 90 b 1, flows to the fifth fringe portion 90 e1 and falls downward from the fifth fringe portion 90 e 1. The rainwateror the like, when flowed to the third fringe portion 90 c 1, flows tothe sixth fringe portion 90 f 1 and falls downward from the sixth fringeportion 90 f 1.

Furthermore, rainwater or the like that has flowed from the uppersurface of the roof 16 (outer roof 16B, upper member 16B1) to any of thecables 150 or any of the plurality of routing stays 152 or rainwater orthe like on any of the cables 150 or any of the plurality of routingstays 152 flows along the upright portion and the placement portion 153b (154 b) and falls downward through the drain portion 153 d (154 d).

As has been described, a protection mechanism 9 for a working vehicle 1includes a roof 16 which is provided above an operator's seat 10 andwhich includes a cutout 90 extending along a top-bottom direction, andan electric device 36 at least a portion of which is located in thecutout 90. The configuration makes it possible to dispose the electricdevice 36 on the roof 16 in a compact manner without having to increasethe dimension of the roof 16 along the top-bottom direction.

The cutout 90 has a dimension along a vehicle-body-width direction B3,the dimension being uniform along a front-to-rear direction orincreasing in the front-to-rear direction. This configuration makes itpossible to guide rainwater which has flowed from the roof 16 to thecutout 90 so that the rainwater will not fall onto the electric device36.

The cutout 90 has a thickness along the top-bottom direction, thethickness decreasing in the front-to-rear direction. This configurationmakes it possible to increase the speed of flow of the rainwater flowingfrom the roof 16 to the cutout 90. This makes it possible to allow therainwater to flow without staying still and thus possible to prevent therainwater from falling onto the electric device 36.

The roof 16 has, in an upper surface thereof, a first groove 91 which islocated on an opposite side of the cutout 90 from the electric device36, and the first groove 91 extends in a direction away from the cutout90. With this configuration, rainwater flowing on the upper surface ofthe roof 16 is guided along the first groove 91 in direction(s) awayfrom the cutout 90. This makes it possible to eliminate or reduce thelikelihood that the rainwater will flow toward the electric device 36.

The roof 16 has, at the upper surface thereof, a flow-stopping portion93 which extends between the first groove 91 and the cutout 90 and whichprotrudes upward. With this configuration, rainwater flowing on theupper surface of the roof 16 is guided along the first groove 91 indirection(s) away from the cutout 90 and, if the rainwater overflowedthe first groove 91, the rainwater overflowed is stopped by theflow-stopping portion 93. This makes it possible to further ensure thatthe rainwater flowing on the upper surface of the roof 16 will not fallonto the electric device 36. [019B] The electric device 36 is spacedapart from the cutout 90 with a clearance C therebetween. With thisconfiguration, rainwater flowing toward the electric device 36 passesthrough the clearance C and therefore does not reach the electric device36. It is also possible to eliminate or reduce the likelihood that thecutout 90 in the roof 16 and the electric device 36 will interfere witheach other when the relative positions of the electric device 36 and theroof 16 change due to, for example, vibration of the vehicle body 5.

The electric device 36 is a monitoring device 36 to monitor surroundingsof a vehicle body 5. With this configuration, when the monitoring device36 is located higher than the upper surface of the roof 16, themonitoring device 36 is capable of monitoring the surroundings of thevehicle body 5 from a higher position. This enables monitoring of a wideregion.

The monitoring device 36 includes an obstacle detector 38 to detect anobstacle and/or a camera unit 39 to capture an image of the surroundingsof the vehicle body 5, and a top cover 105 which covers the obstacledetector 38 and/or the camera unit 39 from an upper side, and an upperedge of the top cover 105 is at the same level as an uppermost portionof the roof 16. With this configuration, the cover 105 is capable ofprotecting the upper portion of the obstacle detector 38 and/or thecamera unit 39 against rainwater, and, because the top cover 105 doesnot project relative to the upper surface of the roof 16, it is possibleto prevent or reduce the contact of the top cover 105 with an obstacleeven in cases where the working vehicle 1 is stored in a small space.

The top cover 105 includes a front wall 106 which covers the obstacledetector 38 and/or the camera unit 39 from an upper front side, and arear wall 107 which covers the obstacle detector 38 and/or the cameraunit 39 from an upper rear side. With this configuration, the top cover105 is capable of eliminating or reducing the likelihood that rainwaterwill fall onto the obstacle detector 38 and/or the camera unit 39 in thefront-rear direction A3.

A working vehicle 1 includes the protection mechanism 9, a vehicle body5, and a linkage unit 5 a to link a working device to a rear of thevehicle body 5, wherein the roof 16 includes the cutout 90 in a rearportion of an upper surface thereof, and the electric device 36 islocated at a rear of the cutout 90. This configuration makes it possibleto provide a working vehicle 1 which achieves the foregoing superioreffects.

A protection mechanism 9 for a working vehicle 1, includes a roof 16provided above an operator's seat 10, and an electric device 36 providedon a peripheral portion of the roof 16, wherein the roof 16 includes aflow-stopping portion 93 which protrudes upward from an upper surface ofthe roof 16 to stop rainwater from flowing toward the electric device36. With this configuration, the flow of rainwater flowing on the uppersurface of the roof 16 is stopped by the flow-stopping portion 93,making it possible to eliminate or reduce the likelihood that therainwater will fall onto the electric device 36.

The roof 16 has, in the upper surface thereof, a first groove 91 whichis located on an opposite side of the flow-stopping portion 93 from theelectric device 36, and the first groove 91 extends in a direction awayfrom the electric device 36. With this configuration, rainwater flowingon the upper surface of the roof 16 flows along the first groove 91 andtherefore is guided in direction(s) away from the electric device 36.This makes it possible to further reduce the likelihood that therainwater flowing on the upper surface of the roof 16 will fall onto theelectric device 36.

The protection mechanism 9 includes a plurality of pillars 45 whichsupport the roof 16 and which are spaced apart from each other. Theelectric device 36 is located between the plurality of pillars 45. Theprotection mechanism 9 includes a window 13 which is provided betweenthe plurality of pillars 45 and which is configured to be opened andclosed. The first groove 91 extends in a direction away from theelectric device 36 to a portion outward of a side edge of the window 13.With this configuration, rainwater flowing in the first groove 91 flowsto a portion outward of the window 13. This makes it possible, when thewindow 13 is open, to eliminate or reduce the likelihood that rainwaterflowing in the first groove 91 will flow into the protection mechanism9.

The protection mechanism 9 includes a plurality of pillars 45 whichsupport the roof 16 and which are spaced apart from each other, and thefirst groove 91 extends in directions away from the electric device 36to a portion outward of one of the plurality of pillars 45 and toanother portion outward of another of the plurality of pillars 45. Withthis configuration, rainwater flowing in the first groove 91 flows toportions outward of the plurality of pillars 45. This makes it possibleto eliminate or reduce the likelihood that rainwater flowing in thefirst groove 91 will pass between the plurality of pillars 45 and flowinto the protection mechanism 9.

The roof 16 has, in the upper surface thereof, a second groove 92 whichis located on an opposite side of the first groove 91 from the electricdevice 36, and the second groove 92 extends in a direction away from theelectric device 36. With this configuration, rainwater flowing towardthe electric device 36 flows into the second groove 92 and, even if therainwater overflows the second groove 92, the rainwater flows into thefirst groove 91. This makes it possible to further reduce the likelihoodthat the rainwater flowing on the upper surface of the roof 16 will fallonto the electric device 36.

The first groove 91 and the second groove 92 differ in depth from eachother. This configuration makes it possible to allow different amountsof rainwater to flow into the first groove 91 and the second groove 92.With this, more rainwater flows into a deeper one of the first andsecond grooves 91 and 92, making it possible to eliminate or reduce thelikelihood that the rainwater will stay still and possible to allow therainwater to flow quickly.

The first groove 91 is deeper than the second groove 92. Thisconfiguration makes it possible to allow rainwater flowed into the firstgroove 91 to flow quickly, and the roof is capable of quickly drainingoff rainwater fallen relatively close to the electric device 36.

A dimension L2 of the second groove 92 along a vehicle-body-widthdirection B3 is greater than a dimension L1 of the first groove 91 alongthe vehicle-body-width direction B3. With this configuration, rainwaterflowing along the second groove 92 flows to portion(s) outward of thefirst groove 91. This makes it possible to eliminate or reduce thelikelihood that the rainwater flowing along the second groove 92 willflow into the first groove.

The electric device 36 is a monitoring device 36 to monitor an arearearward of a vehicle body 5, the monitoring device 36 being provided ata rear of the roof 16, and the roof 16 has the flow-stopping portion 93and the first groove 91 in a rear portion thereof. With thisconfiguration, the flow of rainwater flowing on the upper surface of theroof 16 is stopped by the flow-stopping portion 93, making it possibleto eliminate or reduce the likelihood that the rainwater will fall intothe area rearward of the vehicle body 5 which is monitored by themonitoring device 36.

A working vehicle 1 includes the protection mechanism 9, a vehicle body5, and a linkage unit 5 a to link a working device to a rear of thevehicle body 5. This configuration makes it possible to provide aworking vehicle 1 which achieves the foregoing superior effects.

A protection mechanism 9 for a working vehicle 1 includes a roof 16provided above an operator's seat 10, a pillar 45 which extends upwardfrom a vehicle body 5 and which supports a roof 16, a camera unit 39with a predetermined viewing direction, and a support stay 130 which isconnected to the pillar 45, which orients the viewing direction of thecamera unit 39 sideways, and which supports the camera unit 39 below aperipheral portion of the roof 16. This configuration makes it possible,even if the area below the roof 16 is small and the camera unit 39 isdifficult to attach in such a small area, to easily dispose the cameraunit 39 below the peripheral portion of the roof 16 via the pillar 45.

The protection mechanism 9 includes a plurality of the pillars 45including a front pillar 46 which supports a front portion of the roof16 and a rear pillar 48 which supports a rear portion of the roof 16,and the support stay 130 is connected to the rear pillar 48. Thisconfiguration makes it possible to easily dispose the camera unit 39below the peripheral portion of the roof 16 without interfering with theforward view of an operator seated on the operator's seat 10.

The protection mechanism 9 includes a plurality of the pillars 45including a front pillar 46 which supports a front portion of the roof16, a rear pillar 48 which supports a rear portion of the roof 16, andan intermediate pillar 47 which is located between the front pillar 46and the rear pillar 48 and which supports the roof 16, and the supportstay 130 is connected to the intermediate pillar 47. This configurationmakes it possible to easily dispose the camera unit 39 below theperipheral portion of the roof 16 without interfering with the forwardview of an operator seated on the operator's seat 10.

The protection mechanism 9 for a working vehicle 1 includes a supportframe 49 which connects the pillars 45, which defines an opening 55together with the vehicle body 5 and the pillars 45, and which supportsthe roof 16, wherein the support stay 130 extends from one of thepillars 45 to an area above the opening 55 and supports the camera unit39 above the opening 55. With this configuration, the support stay 130locates the camera unit 39 above the opening 55, making it possible toeliminate or reduce the likelihood that the camera unit 39 willinterfere with the range of the opening 55.

The protection mechanism 9 for a working vehicle 1 includes anentry/exit door 14 to open and close the opening 55, wherein the supportstay 130 extends outside a range of opening/closing movement of theentry/exit door 14. With this configuration, since the support stay 130extends outside the range of the opening/closing movement of theentry/exit door 14, it is possible to eliminate or reduce the likelihoodthat the entry/exit door 14 and the support stay 130 will interfere witheach other when the entry/exit door 14 is opened or closed.

The support stay 130 includes a routing unit 135 to route a transmissionline 134 from the pillar 45 to the roof 16. With this configuration, thesupport stay 130 also functions to support the transmission line 134 inaddition to supporting the camera unit 39.

The support stay 130 includes a fixed portion 131 which is fixed to thepillar 45, an intermediate portion 132 which extends from the fixedportion 131 toward the roof 16, and a supporting portion 133 which isprovided on the intermediate portion 132 and which supports the cameraunit 39, and the routing unit 135 includes a first routing member 135 awhich is attached to the intermediate portion 132 and which routes thetransmission line 134 along the intermediate portion 132, and a secondrouting member 135 b which is attached to the supporting portion 133 andwhich routes the transmission line 134. With this configuration, thesupport stay 130 supports the camera unit 39, and the first routingmember 135 a and the second routing member 135 b reliably route thetransmission line 134 from the intermediate pillar 47 toward the roof16.

The protection mechanism 9 includes a cover 136 which is attached to thepillar 45, which routes the transmission line 134 on the pillar 45, andwhich covers the transmission line 134, wherein the transmission line134 is routed to the roof 16 along the cover 136 and the support stay130. With this configuration, the cover 136 makes it possible to routethe transmission line 134 and to prevent or reduce the exposure of thetransmission line 134 to the outside environment.

A working vehicle 1 includes the protection mechanism 9, a vehicle body5, and a linkage unit 5 a to link a working device to a rear of thevehicle body 5. This configuration makes it possible to provide aworking vehicle 1 which achieves about the foregoing superior effects.

A protection mechanism 9 for a working vehicle 1 includes a roof 16provided above an operator's seat 10, a plurality of routing stays 152provided on a peripheral portion of the roof 16, and a cable 150 routedon the routing stays 152. This configuration makes it possible to easilyroute the cable 150 along the peripheral portion of the roof 16.

The plurality of routing stays 152 include an attachment portion 153 a(154 a) attached to the peripheral portion of the roof 16, and aplacement portion 153 b (154 b) which extends from the attachmentportion 153 a (154 a) and which is for placement of the cable 150. Thisconfiguration makes it possible to more easily route the cable 150 alongthe peripheral portion of the roof 16.

The plurality of routing stays 152 include an upright portion 153 c (154c) which extends upward from the opposite side of the placement portion153 b (154 b) from the attachment portion 153 a (154 a). Thisconfiguration makes it possible to prevent the cable 150 from fallingoff the placement portion 153 b (154 b).

The plurality of routing stays 152 have a drain portion which passesthrough the routing stay 152 substantially along a top-bottom directionand which allows passage of rainwater flowing downward from above. Thisconfiguration makes it possible to eliminate or reduce the likelihoodthat rainwater will stay on the routing stay 152.

The protection mechanism 9 for a working vehicle 1 includes a pluralityof electric devices 36 which are disposed on the peripheral portion ofthe roof 16 and which are disposed facing in respective differentdirections, wherein the cable 150 is connected to the electric devices36. This configuration makes it possible to easily route a harness forthe plurality of electric devices 36 disposed facing in respectivedifferent directions.

The plurality of routing stays 152 are disposed inward and downward ofan outer periphery of an upper surface of the roof 16, and the cable 150is routed inward and downward of the outer periphery of the uppersurface of the roof 16. This configuration makes it possible to preventor reduce the exposure of the cable 150 to wind and rain.

The roof 16 includes a filter 155 detachably provided on a lower side ofthe peripheral portion of the roof 16, and a vent 156 through whichoutside air is introduced through the filter 155, the plurality ofrouting stays 152 are disposed below an area inward of the outerperiphery of the upper surface of the roof 16 and are disposed betweenthe roof 16 and the filter 155, and the cable 150 is routed below thearea inward of the outer periphery of the upper surface of the roof 16and is routed between the roof 16 and the filter 155 With thisconfiguration, the cable 150 does not interfere with the filter 155 whenthe filter 155 is attached or detached, making it possible to achievesimple routing of the cable 150 while ensuring maintainability.

A working vehicle 1 includes the protection mechanism 9, a vehicle body5, and a linkage unit 5 a to link a working device to a rear of thevehicle body 5. This configuration makes it possible to provide aworking vehicle 1 which achieves the foregoing superior effects.

A protection mechanism 9 for a working vehicle 1 includes a roof whichcovers an operator's seat 10 from an upper side, a monitoring device 36to monitor an area rearward of a vehicle body 5, pillars 45 which extendupward from the vehicle body 5, a support frame 49 which connects upperportions of the pillars 45 and which supports the roof 16, a firstbracket 111 which extends rearward from a rear of the protectionmechanism 9, a second bracket 112 which extends rearward from the rearof the protection mechanism 9 and which differs from the first bracket111, and a connection stay 113 which bridges the first bracket 111 andthe second bracket 112, connects the first bracket 111 and the secondbracket 112, and supports the monitoring device 36. With thisconfiguration, the working vehicle 1 makes it possible to firmly supportthe monitoring device 36 on the vehicle body 5 via the protectionmechanism 9 while improving the maintainability of the monitoring device36.

The first bracket 111 extends rearward of the support frame 49 from oneof opposite end portions of the support frame 49 in a vehicle-body-widthdirection B3, the second bracket 112 extends rearward of the supportframe 49 from the other of the opposite end portions of the supportframe 49 in the vehicle-body-width direction B3, and the connection stay113 bridges the first bracket 111 and the second bracket 112, connectsthe first bracket 111 and the second bracket 112, and supports themonitoring device 36 at a position rearward of the support frame 49.With this configuration, the working vehicle 1 makes it possible to morefirmly fix the monitoring device 36 to the vehicle body 5 via thesupport frame 49.

The pillars 45 include a pair of rear pillars 48 which are spaced apartfrom each other along the vehicle-body-width direction B3 and whichextend upward from the vehicle body 5, the first bracket 111 extendsrearward from one of the pair of rear pillars 48 which are arrangedalong the vehicle-body-width direction B3 from the one of the pair ofrear pillars 48, the second bracket 112 extends rearward from the otherof the pair of rear pillars 48 which are arranged along thevehicle-body-width direction B3 from the other of the pair of rearpillars 48, and the connection stay 113 bridges the first bracket 111and the second bracket 112, connects the first bracket 111 and thesecond bracket 112, and supports the monitoring device 36 at a positionrearward of the pair of rear pillars 48. With this configuration, theworking vehicle 1 makes it possible to more firmly support themonitoring device 36 on the vehicle body 5 via the rear pillars 48.

The monitoring device 36 includes an obstacle detector 38 to detect anobstacle and/or a camera unit 39 to capture an image of surroundings ofthe vehicle body 5, and the connection stay 113 supports the monitoringdevice 36 in a middle portion thereof in the vehicle-body-widthdirection B3. With this configuration, since the monitoring device 36 isdisposed in the middle portion in the vehicle-body-width direction B3,it is possible to reduce the difference in detection accuracy of theobstacle detector 38 and/or camera unit 39 between opposite areas in thevehicle-body-width direction B3.

The roof 16 has a cutout 90 in an upper surface thereof, the monitoringdevice 36 is disposed in the cutout 90, and at least a portion of themonitoring device 36 is located higher than the upper surface of theroof 16. With this configuration, since the monitoring device 36 islocated higher than the upper surface of the roof 16, the monitoringdevice 36 is capable of monitoring an area rearward of the vehicle body5 from a higher position.

A working vehicle 1 includes a connection stay 113 which bridges a firstbracket 111 and a second bracket 112, connects the first bracket 111 andthe second bracket 112, and supports a rear portion of a roof 16 from anouter rear side of the roof 16. With this configuration, the connectionstay 113 supports the roof 16 separately from and in addition tosupporting of the roof 16 by the support frame 49. This makes itpossible to more firmly support the roof 16 on the vehicle body 5.

The connection stay 113 includes a pair of support brackets whichsupport opposite end portions in a vehicle-body-width direction B3 ofthe rear portion of the roof 16. This configuration makes it possible tofirmly support the roof 16 on the vehicle body 5 against a force tocause the roof 16 to swing in the vehicle-body-width direction B3.

The working vehicle 1 includes one or more illuminating lamps 81 toilluminate an area rearward of the vehicle body 5, and one or more lightsupporting portions 120 (121) which support the one or more illuminatinglamps 81 and which are connected to at least one of the first and secondbrackets 111 and 112. With this configuration, since the first bracket111 and/or the second bracket 112 also function(s) to support the lightsupporting portion(s) 120 and/or 121, it is possible to support theilluminating lamp(s) 81 with a smaller parts count.

The working vehicle 1 includes an antenna 115 which externally transmitsand/or receives a signal and which is supported by the connection stay113. With this configuration, since the connection stay 113 alsosupports the antenna 115, it is possible to support the antenna 15 witha smaller parts count.

A working vehicle 1 includes the protection mechanism 9, a vehicle body5, and a linkage unit 5 a to link a working device to a rear of thevehicle body 5. This configuration makes it possible to provide aworking vehicle 1 which achieves the foregoing superior effects.

While preferred embodiments of the present invention have been describedabove, it is to be understood that variations and modifications will beapparent to those skilled in the art without departing from the scopeand spirit of the present invention. The scope of the present invention,therefore, is to be determined solely by the following claims.

What is claimed is:
 1. A protection mechanism for a working vehicle, theprotection mechanism comprising: a roof provided above an operator'sseat; a pillar which extends upward from a vehicle body and whichsupports the roof; a camera with a predetermined viewing direction; anda support stay which is connected to the pillar, orients thepredetermined viewing direction of the camera sideways, and supports thecamera below a peripheral portion of the roof and inward of theperipheral portion of the roof in a vehicle-width direction of theworking vehicle.
 2. A protection mechanism for a working vehicle, theprotection mechanism comprising: a roof provided above an operator'sseat; a pillar which extends upward from a vehicle body and whichsupports the roof; a camera with a predetermined viewing direction; asupport stay which is connected to the pillar, orients the predeterminedviewing direction of the camera sideways, and supports the camera belowa peripheral portion of the roof; and a plurality of the pillarsincluding a front pillar which supports a front portion of the roof anda rear pillar which supports a rear portion of the roof; wherein thesupport stay is connected to the rear pillar.
 3. A protection mechanismfor a working vehicle, the protection mechanism comprising: a roofprovided above an operator's seat; a pillar which extends upward from avehicle body and which supports the roof; a camera with a predeterminedviewing direction; a support stay which is connected to the pillar,orients the predetermined viewing direction of the camera sideways, andsupports the camera below a peripheral portion of the roof; and aplurality of the pillars including a front pillar which supports a frontportion of the roof, a rear pillar which supports a rear portion of theroof, and an intermediate pillar which is located between the frontpillar and the rear pillar and which supports the roof; wherein thesupport stay is connected to the intermediate pillar.
 4. The protectionmechanism according to claim 1, further comprising: a plurality of thepillars; and a support frame which connects the plurality of thepillars, defines an opening together with the vehicle body and theplurality of the pillars, and supports the roof; wherein the supportstay extends from one of the plurality of the pillars to an area abovethe opening and supports the camera above the opening.
 5. The protectionmechanism according to claim 2, further comprising: a support framewhich connects the plurality of the pillars, defines an opening togetherwith the vehicle body and the plurality of the pillars, and whichsupports the roof; wherein the support stay extends from one of theplurality of the pillars to an area above the opening and supports thecamera above the opening.
 6. The protection mechanism according to claim3, further comprising: a support frame which connects the plurality ofthe pillars, defines an opening together with the vehicle body and theplurality of the pillars, and which supports the roof; wherein thesupport stay extends from one of the plurality of the pillars to an areaabove the opening and supports the camera above the opening.
 7. Theprotection mechanism according to claim 4, further comprising: anentry/exit door to open and close the opening; wherein the support stayextends outside a range of opening/closing movement of the entry/exitdoor.
 8. The protection mechanism according to claim 5, furthercomprising: an entry/exit door to open and close the opening; whereinthe support stay extends outside a range of opening/closing movement ofthe entry/exit door.
 9. The protection mechanism according to claim 6,further comprising: an entry/exit door to open and close the opening;wherein the support stay extends outside a range of opening/closingmovement of the entry/exit door.
 10. A protection mechanism for aworking vehicle, the protection mechanism comprising: a roof providedabove an operator's seat; a pillar which extends upward from a vehiclebody and which supports the roof; a camera with a predetermined viewingdirection; and a support stay which is connected to the pillar, orientsthe predetermined viewing direction of the camera sideways, and supportsthe camera below a peripheral portion of the roof; wherein the supportstay includes a guide to route a transmission line from the pillar tothe roof.
 11. The protection mechanism according to claim 2, wherein thesupport stay includes a guide to route a transmission line from at leastone of the plurality of the pillars to the roof.
 12. The protectionmechanism according to claim 3, wherein the support stay includes aguide to route a transmission line from at least one of the plurality ofthe pillars to the roof.
 13. The protection mechanism according to claim4, wherein the support stay includes a guide to route a transmissionline from at least one of the plurality of the pillars to the roof. 14.The protection mechanism according to claim 5, wherein the support stayincludes a guide to route a transmission line from at least one of theplurality of the pillars to the roof.
 15. The protection mechanismaccording to claim 6, wherein the support stay includes a guide to routea transmission line from at least one of the plurality of the pillars tothe roof.
 16. The protection mechanism according to claim 7, wherein thesupport stay includes a guide to route a transmission line from at leastone of the plurality of the pillars to the roof.
 17. The protectionmechanism according to claim 8, wherein the support stay includes aguide to route a transmission line from at least one of the plurality ofthe pillars to the roof.
 18. The protection mechanism according to claim10, wherein the support stay includes: a fixed portion which is fixed tothe pillar; an intermediate portion which extends from the fixed portiontoward the roof; and a supporting portion which is provided on theintermediate portion and which supports the camera; and the guideincludes: a first guide portion which is attached to the intermediateportion and which routes the transmission line along the intermediateportion; and a second guide portion which is attached to the supportingportion and which routes the transmission line.
 19. The protectionmechanism according to claim 1, further comprising: a cover which isattached to the pillar, routes a transmission line on the pillar, andcovers the transmission line; wherein the transmission line is routed tothe roof along the cover and the support stay.
 20. A working vehiclecomprising: the protection mechanism according to claim 1; the vehiclebody; and a linkage to link a working device to a rear of the vehiclebody.